Cessna_210_T210N 1982 POH_scanned Cessna 210 T210N POH Scanned
User Manual: Cessna_210_T210N-1982-POH_scanned
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I’1 - 0 0 C -c 1 z 0 CsJ H a) Co 0 D x C 0 a) -o C a) H c’J ci 0 C,) C ci. :1 PILOT’S OPERATING HANDB OOK an d FAA APPROVED AIRPLANE FL IGHT MANUAL hi: C CESSNA AIRCRAFT COMPANY I THIS DOCUMENT MUST BE CARRIED IN THE AIRPLANE AT ALL TIMES. 1982 MODEL T210N Serial ?‘ Regist THIS HANDBOOK INCLUDE S THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR PART 3 AND CONS TITUTES THE FAA APPROVED AIRPLA NE FLIGHT MANUAL. i• \ COPYRIGHT © 1981 CESSNA AIRCRAFT COMP ANY WICHITA, KANSAS, USA Member of GAMA 11 Septemi 1981 THE AIRPLANE S PROVIDED FOR A W L A U N A M IS TH E TITLE PAGE ON IDENTIFIED ON TH ED BY CESSNA VISIONS SUPPLI SUBSEQUENT RE PROPERLY IN PANY MUST BE AIRCRAFT COM SERTED. WNEE DIVISION FT COMPANY, PA C) CESSNA AIRCRA C) % .( CESSNA MODEL T21ON CONGRATULATIONS CONGRATULATIONS and Welcome to the ranks of Cessna owners! Your Cessna has been designed that constructed to give you the most in performance, economy, and comfort. It is our desire you will find flying it, either for business or pleasure, a pleasant and profitable experience. most This Pilot’s Operating Handbook has been prepared as a guide to help you get the Cessna’s your about information contains It airplane. your from pleasure and utility and equipment, operating procedures, and performance; and suggestions for its servicing care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of a Cessna. Services Worldwide, the Cessna Dealer Organization backed by the Cessna Customer Department stands ready to serve you. The following services are offered by most Cessna Dealers: • THE CESSNA WARRANTY,which provides coverage for parts and labor, is available at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other important benefits for you, are contained in your Customer Care Program book, supplied with your airplane. Warranty service is available to you at authorized Cessna Dealers throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty. • FACTORY-TRAINED PERSONNEL to provide you with courteous expert service. • FACTORY-APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship. • A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. • AIR THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA PLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, kept News current by Customer Care Service Information Letters and Customer Care Company. Aircraft Cessna by published Letters, Weurge all Cessna owners to use the Cessna Dealer Organization to the fullest. The A current Worldwide Customer Care Directory accompanies your new airplane. Cessna your from obtained be can copy current and a frequently, revised is Directory Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. 11 September 1981 PERFORMANCESPECIFICATIONS PERFORMANCE CESSNA MODEL T21ON - SPECIFICATIONS *SPEED: Maximum at 17,000 Ft Cruise, 80% Puwer at 20,000 Ft Cruise, 80% Power at 10,000 Ft CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power. 80%. Power at 20,000 Ft 522 Pounds Usable Fuel 80% Power at 10,000 Ft 522 Pounds Usable Fuel Maximum Range at 20,000 Ft 522 Pounds Usable Fuel Maximum Range at 10,000 Ft 522 Pounds Usable Fuel RATE OF CLIMB AT SEA LEVEL SERVICE CEILING TAKEOFF PERFORMANCE: Ground Roll Total Oistance Over 50-Ft Obstacle LANDING PERFORMANCE: Ground Roll Total Oistance Over 50-Ft Obstacle STALL SPEED (KCA5): Flaps Up, Power Off Flaps Down, Power Off MAXIMUM WEIGHT: Ramp Takeoff Landing STANDARD EMPTY WEIGHT: Turbo Centurion Turbo Centurion II MAXIMUM USEFUL LOAD: Turbo Centurion Turbo Centurion II BAGGAGE ALLOWANCE: Maximum With 4 People WING LOADING: Pounds/Sq Ft POWER LOADING: Pounds/lip FUEL CAPACITY: Total OIL CAPACITY ENGINE: Teledyne Continental, ‘l’urbocharged Fuel Injection 310 BHP at 2700 RPM (5-Minute Takeoff Rating) 285 BHP at 2600 RPM (Maximum Continuous Rating) PROPELLER: 3-Bladed Constant Speed, Diameter . * 204 KNOTS 193 KNOTS 176 KNOTS Range Time Range Time Range Time Range Time 715 NM 4.0 HRS 685 NM 4.0 HRS 880 NM 6.8 HRS 900 NM 7.2 HRS 930 FPM 27,000 FT 1300 FT 2160 FT 765 FT 1500 FT 67 KNOTS 58 KNOTS 4016 LBS 4000 LBS 3800 LBS 2237 LBS 2303 LBS LBS LBS LBS GAL. 80 IN. Speeds are based on mid-cruise weight. The above performance figures are based on the indicated weights, standard atmospheric. conditions, level hard-surface dry runways, and no wind. They are calculated values derived from flight tests conducted by the Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting flight performance. 11 September 1981 4 COVERAGE! REVISIONS! LOG OF EFFECTIVE PAGES CESSNA MODEL T21ON COVERAGE L The Pilot s Operating Handbook in the airplane at the time of delivery from Cessna Aircraft Company contains information applicable to the 1982 Model T210 airplane designated by the serial number and registration number shown on the Title Page of this handbook. Thisinformation is based on data available at the time of publication. REVISIONS — Changes and/or additions to this handbook will be covered by revisions published by Cessna Aircraft Company. These revisions are distributed to owners of U. S. Registered aircraft according to FAA records at the time of revision issuance. Revisions should be examined immediately upon receipt and incorporated in this handbook. NOTE It is the responsibility of the owner to maintain this handbook in a current status when it is being used for operational purposes. Owners should contact their Cessna Dealer whenever the revision status of their handbook is in question. A revision bar will extend the full length of new or revised text and/or illustrations added on new or presently existing pages. This bar will be located adjacent to the applicable revised area on the outer margin of the page. All revised pages will carry the revision number and dat,e on the applicable page. The following Log of Effective Pages provides the dates of issue for original and revised pages, and a listing of all pages in the handbook. Pages affected by the Current revision are indicated by an asterisk () preceding the pages listed. LOG OF EFFECTIVE PAGES Dates of issue for original and revised pages are: 11 September 1981 Original 16 December 1981 Revision 1 Date Page Title Assignment Record i thru ii miii thru iv v vi Blank 1-1 thru 1-8 2-1 2-2 Blank 2-3 thru 2-12 3-1 thru 3-3 9-4 3-5 thru 3-13 3-14 Blank 3-15 thru 3-24 11 September 11 September 11 September 16 December 11 September 11 September 11 September 11 September 11 September 11 September 11 September 16 December 11 September 11 September 11 September 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 11 September 1981 Revision 1 16 December 1981 - Date Page 4-1 thru 4-4 4-5 thru 4-7 4-8 4-9 4-10 thru 4-13 4-14 Blank 4-15 *4.16 4-17 thru 4-28 5-1 5-2 Blank 5-3 thru 5-4 5-6 thru 5-11 5-12 Blank 11 September 16 December 11 September 16 December 11 September 11 September 11 September 16 December 11 September 11 September 11 September 11 September 16 December 11 September 11 September D1227—1—13PH—RPC—50—3/84 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 U’ LOG OF EFFECTIVE PAGES CESSNA MODEL T2WN LOG OF EFFECTIVE PAGES (Continued) Page 5-13 thru 5-35 5-36 Blank 6-1 6-2 Blank 6-3 thru 6-35 6-36 Blank 7-i thru 7-5 *76 thru 7-7 7-8 thru 7-50 6-1 8-2 Blank ii September 11 September 11 September 11 September 11 September 11 wptember ii september 16 December ii September 11 September 11 September Date Page 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 1981 8-3 thru 8-14 Date 11 September 16 December 11 September 16 December 11 September 11 September *8_is 8-16 thru 8-22 9-1 9-2 thru 9-3 9-4 Blank 1981 1981 1981 1981 1981 1981 NOTE Refer to Section 9 fable of Contents for supplentents applicable to optional sys tems. 0 0 0 0 iv Revision 1 - 11 September 1981 16 December 1981 CESSNA MODEL T210N TABLE OF CONTENTS TABLE OF CONTENTS SECTION GENERAL 1 LIMITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4 PERFORMANCE 5 WEIGHT & BALANCE/ EQUIPMENT LIST 6 AIRPLANE & SYSTEMS DESCRIPTIONS AIRPLANE HANDLING, SERVJCE & MAINTENANCE 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) 9 11 September 1981 v/(vi blank) SECTION 1 GENERAL CESSNA MODEL T21ON SECTION 1 GENERAL TABLE OF CONTENTS Page ,,- Three View Introduction Descriptive Data Engine Propeller Fuel Oil Maximum Certificated Weights Standard Airplane Weights Cabin And Entry Dimensions Baggage Space And Entry Dimensions Specific Loadings Symbols. Abbreviations And Terminology General Airspeed Terminology And Symbols Meteorological Terminology Engine Power Terminology Airplane Performance And Flight Planning Terminology Weight And Balance Terminology 11 September 1981 • . . • . . • • . • . • • . . • . . • . • • • • • • . • • 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-4 1-5 1-5 1-5 1-5 1-5 1-5 1-6 1-7 1-7 1-7 1-1 SECTION; GENERAL CESSNA MODEL T2ON a 1 3’-O’ ,OT::ensjons shown are based on Standard enrpty weight and proper nose gear and tire inflation. 2. Maoiseorn height shown with nose gear depressed as far as possible and flashing beacon installed. 3. Wheel base length is 72. 4, Propeller ground clearance is 107/8’. 5. Wing area is 175 sqoore feet. 6. Mininrunr taming radios I * pivot point to ootbnard wing tipl is 26-1 1’. 0 PIVOT POINT * * PIVOT POINT n 0 0 Figure 1-1. Three View 11 September 1981 SECTION 1 GENERAL CESSNA MODEL T21ON INTRODUCTION j This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE k Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: TSIO-520-R. Engine Type: Turbocharged, direct-drive, air-cooled, horizontallyopposed, fuel-injected, six-cylinder engine with 520 cu. in. displace ment. Horsepower Rating and Engine Speed: Maximum Power (5 minutes takeoff): 310 rated BHP at 36.5 inches Hg and 2700 RPM. Maximum Continuous Power: 285 rated BHP at 35 inches Hg and 2600 RPM. - PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: D3A34C402/9ODFA-10. Number of Blades: 3. Propeller Diameter, Maximum: 80 inches. Minimum: 78.5 inches. Propeller Type: Constant speed and hydraulically actuated, with alow pitch setting of 12.4° and a high pitch setting of 28.5° (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply. Additive concentrations shall not exceed 1% for isopropyl alcohol or .15% for ethylene glycol monomethyl ether. Refer to Section 8 for additional information. 11 September 1981 1-3 SECTION 1 GENERAL CESSNA MODEL T210N Total Capacity: 90 gallons. Total Capacity Each Tank: 45 gallons. Total Usable: 87 gallons. NOTE Before refueling or when the airplane is parked on a slope, place the fuel selector handle in the LEFT ON or RIGHT ON position, whichever corresponds to the low wing. This action minimizes cross-feeding from the fuller tank and reduces fuel seepage from the wing tank vents. OIL Oil Giade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE ‘I’he airplane was delivered from the factory with a corro sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24 (and all revisions thereto), Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity for Temperature Range: All temperatures, use SAE 20W-50 or Above 4°C (40°F), use SAE 50 Below 4°C (40°F), use SAE 30 NOTE Multi-viscosity oil with a range of SAE 20W-50 is recom mended for improved starting and turbocharger controller operation in cold weather. Oil Capacity: Sump: 10 Quarts. Total: 11 Quarts. MAXIMUM CERTIFICATED WEIGHTS Ramp: 4016 lbs. Takeoff: 4000 lbs. Landing: 3800 lbs. 11 September 1981 CESSNA MODEL T21ON SECTION 1 GENERAL Weight in Baggage Compartment: Baggage Forward of wheel well on folded down aft seat (Station 89 to 110): 120 lbs. Baggage On wheel well (Station 110 to 124): 50 lbs. Baggage On and aft of wheel well (Station 110 to 152): 200 lbs. - - - NOTE The maximum allowable combined weight capacity for baggage forward, on and aft of the wheel well is 240 pounds. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Turbo Centurion: 2237 lbs. Turbo Centurion II: 2303 lbs. Maximum Useful Load, Turbo Centurion: 1779 lbs. Turbo Centurion II: 1713 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 22.9 lbs./sq. ft. Power Loading: 12.9 lbs/hp. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. 11 September 1981 1-5 SECTION 1 GENERAL KTAS CESSNA MODEL T21ON Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the landing gear extended. Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu ration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. V. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fah renheit. Standard Temperature Standard Temperature is 15°C at sea level pressure alti tude and decreases by 2°C for each 1000 feet of altitude. 11 September 1981 SECTION 1 GENERAL CESSNA MODEL T210N Pressure Altitude Pressure Altitude is the altitude read from an altimeter when the altimeter’s barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. Percent power values in this handbook are based on the maximum continuous power rating. RPM Revolutions Per Minute is engine speed. MP Manifold Pressure is a pressure measured in the engine’s induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Crosswind Velocity Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Fuel Unusable Fuel is the quantity of fuel that can not be safely used in flight. PPH Pounds Per Hour is the amount of fuel consumed per hour. NMPG Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting and! or flight configuration. g g is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Datum Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. 11 September 1981 SECTION 1 GENERAL CESSNA MODEL T21ON Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc ing the number of digits.) Center of Gravity (C.G.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane’s individual moments and dividing the sum by the total weight. C.G. Limits Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Ivlaximurn Landing Weight Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. (3 (3 Th 11 September 1981 .1 SECTION 2 LIMITATIONS CESSNA MODEL T21ON SECTION 2 liMITATIONS TABLE OF CONTENTS ‘- Introduction Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits Center Of Gravity Limits Maneuver Limits Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Other Limitations Flap Limitations Placards . 11 September 1981 . . . . . . . Page 2-3 2-4 2-4 2-5 2-6 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-8 2-9 2-1/(2-2 blank) 0 0 / cc 0 0 SECTION 2 LIMITATIONS CESSNA MODEL T21ON INTRODUCTION gs, and Section 2 includes operating limitations, instrument markin , basic placards necessary for the safe operation of the airplane, its engine in ed includ ions limitat The ent. equipm rd standa and s standard system l Aviation this section and in Section 9 have been approved by the Federa d by require is ions limitat ng operati these of ance n. Observ Administratio Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot’s Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-t) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. 3A2l as Your Cessna is certificated under FAA Type Certificate No. Cessna Model No. T21ON. 11 September 1981 2-3 SECTION 2 LIMITATIONS CESSNA MODEL T21ON AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 198 203 Do not exceed this speed in any operation. VNO Maximum Structural Cruising Speed 165 168 Do not exceed this speed except in smooth air, and then only with caution. VA Maneuvering Speed: 4000 Pounds 3350 Pounds 2700 Pounds 129 118 105 130 119 106 Do not make full or abrupt control movements above this speed. Maximum Flap Extended Speed: To 10° Flaps 100 200 Flaps 20° 30° Flaps 158 130 116 160 130 115 Do not exceed these speeds with the given flap settings. VFE - - VLO Maximum Landing Gear Operating Speed 163 165 Do not extend or retract landing gear above this speed. VLE Maximum Landing Gear Extended Speed 198 203 Do not exceed this speed with landing gear extended. Maximum Window Open Speed 198 203 Do not exceed this speed with windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 11 September 1981 0 SECTION 2 LIMITATIONS CESSNA MODEL T210N KIAS VALUE MARKING SIGNIFICANCE White Arc 58- 115 Full Flap Operating Range. Lower limit is maximum weight V in landing configu ration. Upper limit is maximum speed per missible with flaps extended. Green Arc 74- 168 Normal Operating Range. Lower limit is maximum weight V5 at most forward C.G. with flaps retracted. Upper limit is maxi mum structural cruising speed. 168 Yellow Arc - 203 Maximum speed for all operations. 203 Red Line Operations must be conducted with caution and only in smooth air. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: TSIO-520-R. Maximum Power, 5 Minutes Takeoff: 310 BHP rating. Continuous: 285 BHP rating. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Engine Speed, 5 Minutes Takeoff: 2700 RPM. Continuous: 2600 RPM. Maximum Manifold Pressure, 5 Minutes Takeoff: 36.5 inches Hg. Continuous: 35 inches Hg. - - - NOTE For manifold pressure limitations above 17,000 feet, refer to the Minimum Fuel Flows placard in this section. Maximum Cylinder Head Temperature: 460°F (238°C). Maximum Oil Temperature: 240°F (1 16° C). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Fuel Pressure, Minimum: 3.0 psi. Maximum: 19.5 psi (186 PPH). Fuel Grade: See Fuel Limitations. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil or Ashless Disper 11 September 1981 2-5 SECTION 2 LIMITATIONS CESSNA MODEL T2WN sant Oil conforming to Continental Motors Specification MHS-24 and all revisions thereto. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: D3A34C402/9ODFA-10. Propeller Diameter, Maximum: 80 inches. Minimum: 76.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 12.4°. High: 28.5°. Propeller Operating Limits: Avoid continuous operation between 1850 and 2150 RPM above 24 inches manifold pressure. 0 POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE INSTRUMENT MINIMUM LIMIT Tachometer - Manifold Pressure - Oil Temperature - - - - - - - CylinderHead Temperature (3.0 psi) Oil Pressure 10 psi Suction 22002500 RPM 2600 2700 RPM 15-30 in. Hg 35 36.5 in. Hg 1000 - 240°F - - - - - - - - - - - - - - 200°-460°F Fuel Flow (Pressure) Fuel Quantity GREEN ARC YELLOW ARC WHITE ARC NORMAL NORMAL CAUTION OPERATING RANGE k8E E (7.5 Gal Unusable Each Tank) 36 120 PPH - 30-60 psi —- - RED LINE MAXIMUM LIMIT 2700 RPM Cl 36.5 in. Hg 240°F 0 460°F 120 162 PPH - - - - - - - - - - - - - - - - 186 PPH (19.5 psi) 100 psi - - - 4.6-5.4 in.Hg Figure 2-3. Power Plant Instrument Markings 2-6 0 11 September 1981 0 SECTION 2 LIMITATIONS CESSNA MODEL T21ON WEIGHT LIMITS Maximum Ramp Weight: 4016 lbs. Maximum Takeoff Weight: 4000 lbs. Maximum Landing Weight: 3800 lbs. Maximum Weight in Baggage Compartment: Baggage Forward of wheel well on folded down aft seat (Station 89 to 110): 120 lbs. Baggage On wheel well (Station 110 to 124): 50 lbs. Baggage On and aft of wheel well (Station 110 to 152): 200 lbs. - - - NOTE The maximum allowable combined weight capacity for baggage forward, on and aft of the wheel well is 240 pounds. CENTER OF GRAVITY LIMITS Center of Gravity Range with Landing Gear Extended: Forward: 37.0 inches aft of datum at 3000 lbs. or less, with straight line variation to 43.9 inches aft of datum at 4000 lbs. Aft: 52.0 inches aft of datum at 4000 lbs., with straight line variation to 53.0 inches aft of datum at 3800 lbs., and 53.0 inches aft of datum at 3800 lbs. or less. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8g, -1.52g *Flaps Down: +2.Og *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. 11 September 1981 2-7 SECTION 2 LIMITATIONS CESSNA MODEL T21ON KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer ence to types of flight operations on the operating limitat ions placard reflects equipment installed at the time of Airworthiness Certifi cate issuance. t.j Flight into known icing conditions is prohibited; however, the airplane may be equipped with a known icing equipment package which allows flight penetration of icing conditions as defined by the FAA. FUEL LIMITATIONS 2 Standard Tanks: 45 U.S. gallons each. Total Fuel: 90 U.S. gallons. Usable Fuel (all flight conditions): 87 U.S. gallons. Unusable Fuel: 3 U.S. gallons. Takeoff and land with the fuel selector valve handle in the BOTH ON position. With 1/4 tank or less, prolonged uncoordinated flight is prohib ited when operating on either left or right tank. When switching from dry tank, turn auxiliary fuel pump on momentarily. Use of left or right tank only is reserved for level flight. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 00 to 20°. Approved Landing Range: 0° to 30°. 2-8 a 11 September 1981 SECTION 2 LIMITATIONS CESSNA MODEL T21ON PLACAR Os The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The “DAY-NIGHT-VFR-IFR” entry, shown on the example below, will vary as the airplane is equipped.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operat ing limitations which must be complied with when operating this airplane in this category are contained in the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY—NIGHT—VFR—IFR 2. On control lock: CONTROL LOCK 3. CAUTION! REMOVE BEFORE STARTING ENGINE On fuel selector valve (at appropriate locations): ALL FLIGHT ATTITUDES BOTH ON FUEL LEFT ON 43.5 GAL. LEVEL FLT ONLY 11 September 1981 87.0 GAL. SELECTOR RIGHT ON 43.5 GAL. LEVEL FLT ONLY 2-9 SECTION 2 LIMITATIONS 4. CESSNA MODEL T210N Near fuel selector valve: TAKEOFF AND LANDING ON BOTH WHEN SWITCHING FROM DRY TANK TURN AUX FUEL PUMP ON MOMENTARILY. 5. Adjacent to fuel on-off valve control knob: FUEL VALVE PUSH ON 6. Aft of fuel tank caps: SERVICE THIS AIRPLANE WITH 100LL/ 100 MIN AVIATION GRADE GASOLINE. TOTAL CAPACITY 45.0 GAL. 7. 7 ] (3 Forward of fuel tank cap: CAPACITY 33.5 GALLONS TO BOTTOM OF FILLER NECK EXTENSION. L 8. On baggage compartment door: MAX BAGGAGE 200 LBS. TOTAL. REFER TO WEIGHT AND BALANCE DATA FOR BAGGAGE/CARGO LOADING. 9. On hand pump cover: MANUAL GEAR EXTENSION 1. 2. 3. SELECT GEAR DOWN. PULL HANDLE FWD. PUMP VERTICALLY. CAUTION: DO NOT PUMP WITH GEAR UP SELECTED 11 September 1981 SECTION 2 LIMITATIONS CESSNA MODEL T21ON 10. Near manifold pressure/fuel flow indicator: MINIMUM FUEL FLOWS T.O.: 2700RPM 36.5 IN. MP., 186 LBS/HR MAX. CONTINUOUS POWER: 2600 RPM 26 22 24 20 18 SL-17 ALT-FT/ 1000 28 30 26 108 24 102 22 96 MP. IN. HG FUEL FLOW-LBS/HR j 35 162 34 156 32 144 30 28 132 120 AVOID CONTINUOUS OPERATION BETWEEN 1850 AND 2150 RPM ABOVE 24 IN. M.P. 11. On flap control indicator: 0°- 10° 10°- 20° 20°- FULL 12. 160 KIAS (partial flap range with dark blue color code; also, mechanical detent at 10°.) 130 KIAS (indices at these positions with light blue color code; also, mechanical detent at 20°.) 115 KIAS (white color code.) On inside nose wheel doors; WARNING BEFORE WORKING IN WHEEL WELL AREA PULL HYDRAULIC PUMP CIRCUIT BREAKER OFF. 11 September 1981 2-11 SECTION 2 LIMITATIONS 13. CESSNA MODEL T21ON Near landing gear lever: I-) MAX SPEED lAS GEAR OPER 165 KTS GEAR DOWN 203 KTS 14. A calibration card must be provided to indicate the accuracy of the magnetic compass in 300 increments. 15. On oil filler cap: f 0 OIL 1OQTS L 16. 0 Near airspeed indicator: MANEUVER SPEED 130 KIAS 17. 0 In full view of the pilot: MAJOR FUEL FLOW FLUCTUATIONS/POWER SURGES 1. AUX FUEL PUMP ON, ADJUST MIXTURE. 2. FUEL SELECTOR BOTH.. 3. WHEN FUEL FLOW STEADY, RESUME NORMAL OPERA TIONS. SEE P.O.H. SECTION 3 FOR EXPANDED INSTRUCTIONS. - - 18. 0 Forward of each fuel tank filler cap in line with fwd arrow: FUEL CAP FWD A ARROW ALIGNMENT CAP MUST NOT ROTATE DURING CLOSING 0 0 2-12 11 September 1981 i,5I’,O5iU5.”hki Fednz3vtRjnAdmH’flstnjnon Scerc Ic1’ AD Stppteyvvt6n.t to A 1 L Airwoi thittees Directive I di.i ii Itctiisiti IiiIop I i.tiiti tint DNP.\R I MI:N Federal Ai r or 1RANSPOR1 ATION union Administration 14 (FR Pail 30 [63 FR1tSl0 No. IS! 0015 05] Docket No 07-f’F-62-AD: Amendment 30-10773: AD i)54l5I4 RI RIN 2l20-AA64 Ainroohtncss Dii ccci Cs: Cessna Models 121 ON, 1121 (IN. and P21 OR Airplanes PitE Copm (II .SviiIahIe): Ircainlilt Itttiti A(iI:Nk’’t Federal .\viaiion Administration, DIII AC ‘ION: Fntal rule. con celion SLIsIIsIARY: ‘I’lns aniendnteni clarifies inftirni,uisni coniamed in .\inssnolttness Direetis e (AD) 06—1)5—14. sslnels currently requires cci isitig the FAA—appioved Airplane Flight Manual AIM) to speedy procedures that sros,ld prohibit liiultt in sd crc ieiitn cisnduutns I as dcierinnted Its certain s suit cuesi. lintit or prohibit (lie use ufvarious Iliplu control sles ices o bile ni sescie ieiitu condititsits. nisl pros ide the loOn ciesi is nIt recounnion cues hr. ansI procedures fr csiiine front. ,es crc ieittio conditions on certain Cessna Aircrat) Cisiiipan IC essnal Models 121 ON, P21 (IN. ansI P21 OR aiiplaiies. 1 Ice iubltc.ti,iit tiieorreetlv references lie possibility itt ceriani (ci accan:nlatsiii sit lie “Ion ci’’’ surlace ol the si’iiig. instead of bc ‘‘tipper’’ siichace ol the cute o tile operaone is itIt Fe laps estetided This incorrect statement tttav result in 1dm un sntierpretation of the tcittc elfecis n ithi lie laps esieuded. ansI leail to an incorrect actioit. 1 Ins dssenntent replaces the is ord “Ion Cr” svitlt ‘‘sipper” ni tIns setstetice. The acaons speci lied in ilus AD are attended to continue to nti ii ttiie tlte potential Itacurds associated iciilli operating these airplanes in ses crc icing conditnins by pros iding niore clearly deli ned procedures and litttitat ins assoct:tted ss’iili snelt conditions I) SI S Flfecuse Sepicinher 22. 1Q06. .\DDRLSSI’S: Suhuni cssmtnenis in triplicate to the Federal Si i,ition .Sdntiitistration IFAA I_Central Regnnt. Oflice al lie Regional Conusel. .\uenaoty Rules Docket No. 97—( E-62-AD, Rtioui 1558, (ill I F. I 2ili Street. Kansas Cita \hissosiri h4lIln. . ‘OR FURCHER INFORMATION CONTACT: Mr John P. Don, Sr.. Aerospace Ritanteer, USA. Sniall .‘snplaite Ftiiect,sraie. 121)1 Waltitit, suite 0(111, Kansas Cits Missouri 641(16: teleplisine: 1616) 426—6032. facsntnle: (SI 61 426—2! hi), . SUPP1.LMISNTARY INFOIC\IATION: D is cci sit, e (Sn Fehoiara 24. (006, die 15A.\ issued AD OS-OS—Il. Aittetidatent 35—I 1l35 163 Fl?. 11151 0. MaccIt 1, 1005). u Itieli applies to Cessna Models 121 ON, 1121 IN. and P21111k airplanes. AD i35M51 1 ss as the resuli ofa ret etc ssf the resluireittettts br r ol,l’rJ’”O’ii:..’ i45,”sil,’.,i, . ‘‘fi1fl)’’” ri”.t I -IU ii.Ci. iiiu iDO .1111 rnlr i!vsII certitication ot these ii planes in ieiiie conditnias. lieu iif onanon on the due Ciii ursstilflcnt. and ieine data tsiovidcd eairentlv to the flielit cress - AD 95—05—I 4 reqoires icvisine lie l_inthatiotts Section of lie FAA—approi cil Airplane Flielit Manaal (AFSL Ito specify tirocedares that woo Id: Require llioht ciesrs to inanediatcly rcqacst pnorutv liandlate flow Air 1 rattle Control to exit severe icing conditions (as determiaed Isv certain visaal cnes(: l5iiitahit diets iii ses cue (cisc conditions (as deierniioeil hy certain visnat cnesl: t1iohihiu usc of the antripilot solien irs- is loraicd at( of the protected snrlisees of the wing. or silica ao uausual Lateral triut condition exists: sot Reqoire that all icing si-inc iastsection lights he otserat ire prior to (iota inisu knoivit or fsirccasi icing consliaons at 1 hat action also requires rcrusi io the Normal l5rneertnrcs Section otilie FAA—atspros cut AFNt to speciR’ procertnres that non hI: tIme ase of the (laps and proliihh the use of the antopilot o lien ci is obsened brining ati ol lie protected sarihees of lie n-inc. or if nnnsnal lateral trint rertuirenients or antopilot trini a arninos are encountered: and Pros isle lie fliglo crew nitli ieemuenonin cnes fur, and pis’cednrcs lisr exiting (honi. scs crc icnio conditions. Need mr thin Cnrrcctin,i 1 lie AD incorrectly states am paragraph lall I of Al) 95—Its—Il that: (tperatiisn with (laps cxteniled cami result ni a rerlneed ssnig ruingle—oRrutack. is itli the possilsmlmtv o Hi. liirnting on the losser ssirthce blurthier all on the snag than narnial. possibly af of the prritccied area. The snord “losser” in this sentence slurinld lie ‘apis-c” TIns incoriect statement may resalt in pilot nnsiuiterpreiation oftlie icing effects nitli the Oatss extended and lead is an inco reci actnin. lhe pilot sif the alicciecl airplanes can only see lie (isis-er snug sarface. However. icc accretion on tIme utppei surface of the sning. sclneli lie pilot caisnot obsen c. is nsnallv aceisntpanied liv ire accretism on the losser stirlitce. As stated earlier. the pilot can ohsenc icc aecreaon on the losses snrlhce. Fxicnsirsn isf (laps that results in a reduced angle—msf—aoaek can change the relaiionsli it’ of tIme extent of icr on the tipper and losser snrtiices of the is ing. For exanitsle. t ci snill tend to aeercte nmssre on lie nptier surface than on the lrssser surtiice at a rerlneed angle—of—attack. I howeser. sslicn laps are exuendert in certain icing cisnditinns. the redneiton of icr Rirtlier all on lie toss-er snrf cc sit’ the ssing niav leash the pilot to eonclncle ineiirrecilv that there is us reduction of ice hutrihier all on lie ritstier snrf ce Thus is not corrcei: as stated earlier. the tendency is or niore ;c raccretissn on the tipper sarface. Ltsnuhhv. ice on the tttsper sarthee of the ssnsg is nuire adverse icu the aerodynamic characteristics of the airplane tItan is icr on lie hosrer stirthce of the ising. — fisnseqtietnlv. the tA51 sass a neeil us clarify Al) itSItSIl to assnrc that this sisnal enc can he fohliso ed ansI that lie appropriate casise aiid eftect relationship is descrilserl. Cnrrrctinn ni Puhshicntinn 1 Ins document elarires the intent of the previously discossesl s isnal cue in paragraph I a1121 st AD 515—tt5— II. This docunient also aslcls lie anscadoietit to seetsius 39.13 of the Federal \ i iauisn Regulations (II C FR 351.131. Since this actiisn only clarifies tIme dnseripuon ofa visnal cue in AD 9h-tt5-tl. it has no ailserse ecisiiommmic nntsaei and inipiuses nis additional lint-den on atic person ihtati uruirilsl hiase been stecessary liv tIme existing AD. Ihieretisrc. the FAA has deternuisucd ihiun prisir notice and ssppiurtunitv (hr pnlshic coniusettu are unsitecessan List nf Subjects in 11 CFR Part 39 Air mransportaiion. Airerati iation satcic. Saldis r-ss:ss-,. ‘‘ii’,: ii’,_-i,i-s,cr 5i5’i’’i_ ‘ 550540 0’s.-,isss,,_e_sO,OS,s, ‘5 - es,5.,s-C54”0”s a—i’si .--:. ‘i.t.t. tat,;S ‘DittO :.;ii’DIc,Ii htlopttno of the Antetttlntent Accordictglv. pursuant to the authority delegated to ote by cite Administrator. cite Federal Aviation Administration ntctends part 39 of lice Federal Aviation Regulations (14 CFR can 391 as follows: PAR’!’ 39 AIRW’OR’I’IIINESS DIRECfI\’ES The atcticssritv citation (or part 39 coctttttues to read os Oslioss’s: Acctitoritv: 49 U.S.C. I 06(gl. 31)113.417(11 39.13 .&ntendechi 2. Section 39.13 is atneccded by recccoviccg Ainsorticiness Dcrcctise t..\D) 98-05-Il. Amendment 39-10375 (63 FR 11)5(9. March 4. I 9981. and by addittg a new AD to read as (hilTon s: ltcatcl:ccicr t ctiisrcccat(itcc 98-68-14 RI CESSNA AIRCRAFT COTtIPANY: Atccecctlcccetct 39-11)773: Docket No. 7-CF-62-AD: Resises AD 08-05II, Aocetccltccetct 39—1 tt375. Applicahiliitv: Models T2 ION (serial nccttchers 21 (63641 tlcrough 21 tt64897(, P2! (TN (serial ntttttbers P219110386 tltrongic P21 tlt%18341. accd P2111th (all serial nnttabers( act]c(actes: certilicatcd itt attv eateootT. NCifI I: Titis AD applies cc caclc aiqilatte ideitcilied icc the preceding applicability pros isiotc, regardless oft; itetlter it Itas lweo tttoditied, altered, or repaired ccc 11cc area stcbtccc to the requirctctencs nftltis AD. For airplattes cicac base brett tttotliietl. altered. tsr repaired ott Iliac cite pcrfonccactce of Ice rcquirecccents sit’ Isis AD is nff etecl. Ice osrcaer’operacor ncust reqccesc alclarcss al 11cr act altcntat ive ccceclcod if cocccpliaccee icc accccrctatcec csitlc oaragtaplc (di of cicis AD. Tlcc reqccest sltottld iccctcctle act assesstccent of Ice el’t’eec of cite tttodifteaticctc, alceraciccic, or repair on cite tctcsalhi cccccdiciccu addressed by ticis AD: acid, if cite ttttsati, ecsnditicccc itas cccct been elincinatcd. cite request sitctttid iccelcccle siteci Sc proposed aetioccs to address it. Cnmplinnce: Rcqccicesl as itcdccaced a cIte body of titis .\D. ttttiess aircada tcctctttplislted. I_cc ccc iccicccize lice pica ml Icaearck associated critic ccperat ing cite niqalatce icc set ore ccisg coccdicicsns icy pros’idiug ctaccre clearly deliued prtcccdttres and liuaitaticcccs asscceiated ss’iclt sccelt cccuditiccccs, aeeoctcphsh lice following: (at \Vitititt 311 days after .\pril 30. 1998 ltiie effective date Al) ‘18—05—il), aeccctttltlislc lice reqccireccccuts ccfparaorapits (all U actd (01(21 if ticts :\D. 7113ff, 2: Uperatoru sitccctld tcciciace ucttocc to ccitt ii’s and ensure tlcac fliglct crecvcccecccicors are apprised ccf tick clcaccge. (titles ise cite -AA—approved Airplane Fhgitt Ntatcccai I AFM thy icceccqcccrating cite following iccto cite Licccitaticcccs Seeticctc of lice :\Fhl. Ticis cttav ice aeccccccplislcccl liv ttttencct000csf.v ccf liii, AD ccc Ice .‘sFhl. Sec crc cecccg ttaay’ rescclc frccccc ettvirouttaeatai eccuclctcous otttsicie if cicccse for cricich ice airplane to eertilieated. Fliglct icc f’ceeiccg raid, l’reezittg driecie. or ucixed ieiccg conditions I supeccooled hqccid tracer and ice crp’scalsl ucay result in icr build— ccp csct protected surfaces exceeding cite capability of lice ice protection s3 scent, or ttcay result icc (cc foruciccg aft of the protected surfaces. TIck icr acay not be sited using cite ice protccciocc sastetas. and nay seriously degrade cite perforcccatcee acid euttcrnliab(lity ccl’tlce airplane. • Dccriug light, set crc icing conditions that exceed those for crlcccic cite airplane is certificated sicall he tietonctined by clco (‘oliosvittg rcsctai cues. If one or atom of these visual cues esists, iuctttediatolc reqccesc prtority icaudhog front Air fraffle Control to facilitate a rondo or an altitude elcange cc’ exit cite cciccg coudicious. Cttttsccallx exceusis a let’ aeeuncuhaciuu on Ice airfraucc accd cviccdslcicld in areas cot itonccallv obsenetl to collect icr. Aeetcttc:iloticsct of icc ctcc tice lccsver outface of cite n ictg aft of the pcoceeced at ca. • Siccee cite atctcspi lot. cs’hcu installed and operattccn. ncoa ttcask tactile cues ticot iccdceace adverse elcuctges in ltattdliug iwr ci i.d,e” tdasi: _u%.t,cc.dcc.c,jchrcy siuc.cti4U.st’.c4c{d54td”5’ccrd.,cc..,s.:’.c&ci:..gccic 022 ,‘csoscjt r i’\t • .,u ti,,&i, i2ilIN. ‘2 ‘‘5 ,,i ‘150 vq’Snc— ehatactensties. Lise ot the autopilot is prohibited when any ol the saul cues specihed above exist, or tvhes unusual lateral rica reqnireiiieuts or aLitopilot trim warnings are encountered while the airplane is is icing coudit loss. • All ‘visit icing isspectios lights must be operative prior to Ilight isto ksoivs or lorecasi icisg conditions at night. [NOTE: Tias supersedes any relief pros ided by the Master Miuisuss F-quipsieut List IMMELI.]” 12) Revise the FAA—approvcil AFM by iscorporatia the Folios-lag into the Normal Proeedtires Section may be aecosiplislied by iusertisg a copy of this AD iii the ARsi. ti) the AFM. This “I’IIE FOLLOWING WEAThER CONDI’FIONS MAY BE CONI)UCI\’E TO SEVERE IN-FLIGHT ICING: • Visible i ais at temperatures belasv 0 degrees Celsius amhieitt air teinpcratitre. • Droplets that splash or splatter on itispact at teittgeratnrcs hehosv It degrees (‘elsuis autbicst air temperature. PROCEI)URFS FOR EXITING TIlE SEVERE ICING EN\’IRONNIEN I’: ‘I liese tuoceduics are applicable to all light phases iota takeo t’l’to Iaitditig. htositor the muihieitt air temperature. Folule ses crc icing say lurut at tetageratares as cold as IS degrees Celsius. increased sigilasce is svarrastcd at temperatures around Ii cecuio seitli s’isihlc stoistuic presetit. I ‘the i istial cues soecifled is the Lsuitatioas Section ot’thc Aliil for itlcuti fvise ses ci c clog eoschitiotts ate tshsened, aeeouiplisli time liillosvisg: • lsaocdiaiely reqtiest priority liauillisg frost Air Trat’Oe Ctsitrol to facilitate a route or as altitude cliatige to exit the set-crc iriug eotiditioits iu order to as aid extetirled exposure to Iligiti roitditiotts store severe than iltose f-sr selselt the airplaite has been certilieated, • As oid abrupt atid excessive itiatiesi erisg that stay exaeei tate control dtl’Iieulties. • Do sot cttgage lie aitiottiloi. • If the an vipilot is engaeeil. Itohl lie eumroh ss’lieel thritilv and disrtigage the autopilot. • If as rususual roll resposse or uucotttsiasded roll eoutrol sitis’esiettt is obscrs’cd. rerluee ilte angle—of—attack. • Do stit extend Ottps tx-lies lttsldisg is iriug cosititioss, Operat itst ivitli lags extended eait result is a reduced tying ttitgle— of-attack. u-id lie possibility nt ui titrittiug ott the upper surlhee tiirtlier oh oit lie snug ihait sornial. possibla ill of lie — Isoteeted area. • L’ lie Ilags are esieitded. do ru retract theta unal the airhi-ame is clear of • Repott these is emlier eosditioos to .hir -l r,ih’lie C’ttutrol,’’ ‘dO ‘S ‘— - it’s. I It I scot tussling I ic A PhI i es isitsits. as required Isv thus At). sat- he pertisrsterl by mite oss tier tipermor Istildiug it leasi a private pilot eertihhcaie as imiutltorized be seetisto 437 oI’tlie Federal As’tauoti Regulatious 114 Cl”R 13-7t- aud ittusi be vutered ittto cIte aircraft records shots-lug cttstgliasce u’itli thtis AD iii aecordaitee st’itlt section 43,55 oi’thte Fedeial As’iatitts Regulatioss 114 CFIk 43.FoI ci Special ftigltt perutits stay be issued iii aceordattve sviili seetstitts 21,1 ‘17 attd 21,100 tif lie Federal As’iatitsit Reguhatuitts 114 CFR 21.107 uitd 21,190) 10 operate lie aiqtlatte to t loeatios where lie requireittems of tins Al) eati lie tcctsittphishied. Id) Ait alternative ittetliod of compliance or adjosititeiti of the eotttphiasre nine thtat pi-ovides Ott equis-aleict let ci tif saFots may be apprsts-ed by the blattager. Sittahl Airplatte Directorate. FAA. 1201 \Valsut. suite ‘SIlt), Kassas Cits-. Misssturi 641)16. Fite request shah he Forwarded iltrough ott appropriate FA.-\ Nlattttesauee Inspector, ts-Ius itias- odd eoittstests acid titeit settd it to lice Nlasauer. Stuall Airplane Directorate. NOFE 3: lal’orutattos couceotiog lice existettee of appros ed aitertiatis e titethods of eostphiattcc svitht this AD. faa’. stay he obtaitted iota the Sittall Aiqilatte Directorate, Ic) All persons atfected by tltis directise mar’ exattsise ishhrstailott related to this AD at the FA.\. Ceutral Region. 010cc of die Regional Cuuttsei. Roost 1555. ItOh C. I 2tlt Street. Kansas Citr’. Missouri n-liItb. ) If) Tins omesrhioeitt revises Al) 05-1)5- i4..-\tnettdtttest 30_I))375. g) Otis attsesrlateut becoities elfertis e imtt Septetither 22. I 095. itt,,,, L;,’:ii’— - .Ott’t.ti’L’.,- li—tO ‘sttt’ 5’. t5’,ti,’’’,,,—,s‘‘mOiio’. iO-;’.:i t,-ittillllt,rt :3—i’M - SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T210N SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page 3-3 3-3 Introduction Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS Engine Failures Engine Failure During Takeoff Roll Engine Failure Immediately After Takeoff Engine Failure During Flight (Restart Procedures) Forced Landings Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching Fires During Start On Ground Engine Fire In Flight Electrical Fire In Flight Cabin Fire Wing Fire Icing Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected) Excessive Fuel Vapor Fuel Flow Stabilization Procedures Landing Gear Malfunction Procedures Landing Gear Fails To Retract Landing Gear Fails To Extend Gear Up Landing Landing Without Positive Indication Of Gear Locking ) Landing With A Defective Nose Gear (Or Flat Nose Tire) Landing With A Flat Main Tire Electrical Power Supply System Malfunctions Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) 11 September 1981 • . . . • . • • • • 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-7 3-8 3-8 3-8 3-9 3-9 3-9 3-10 3-10 3-10 3-10 3-11 3-fl 3-li 3-12 3-12 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON TABLE OF CONTENTS (Continued) Page Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) Emergency Descent Procedures Smooth Air Rough Air 3-12 3-13 3-13 3-13 AMPLIFIED PROCEDURES Engine Failure Forced Landings Landing Without Elevator Control Fires Emergency Operation In Clouds (Vacuum System Failure) Executing A 180° Turn In Clouds Emergency Descent Through Clouds Recovery From A Spiral Dive Inadvertent Flight Into Icing Conditions Static Source Blocked Spins Rough Engine Operation Or Loss Of Power Spark Plug Fouling Magneto Malfunction Engine-Driven Fuel Pump Failure Excessive Fuel Vapor Indications Low Oil Pressure Landing Gear Malfunction Procedures Retraction Malfunctions Extension Malfunctions Gear Up Landing Electrical Power Supply System Malfunctions Excessive Rate Of Charge Insufficient Rate Of Charge . . . . . 3-2 . 3-15 3-16 3-16 3-16 3-17 3-17 3-18 3-18 3-18 3-19 3-19 3-20, 3-20 3-20 3-20 3-21 3-21 3-22 3-22 3-22 3-23 3-23 3-23 3-24 11 September 1981 0 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T210N INTRODUCTION (J, Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION — ( • f Engine Failure After Takeoff: Wing Flaps Up Wing Flaps Down Maneuvering Speed: 4000 Lbs 3350 Lbs 2700 Lbs Maximum Glide: 4000 Lbs 3350 Lbs 2700 Lbs Precautionary Landing With Engine Power, Flaps Down Landing Without Engine Power: Wing Flaps Up Wing Flaps Down Emergency Descent: Smooth Air Rough Air: 4000 Lbs 3350 Lbs 2700 Lbs . 85 KIAS 80 KIAS 130 KIAS 119 KIAS 106 KIAS 88 80 72 75 KIAS KIAS KIAS KIAS 90 KIAS 80 KIAS KIAS 130 KIAS 119 KIAS 106 KIAS OPERATIONAL CHECKLISTS Procedures in the Operational Checklists portion of this section shown in bold-faced type are immediate-action items which should be committed to memory. 11 September 1981 3-3 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1. 2. 3. 4. 5. 6. C) Throttle IDLE. Brakes APPLY. Wing Flaps RETRACT. Mixture IDLE CUT-OFF. Ignition Switch OFF. Master Switch OFF. -- -- -- -- -- -- ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. 2. 3. 4. 5. 6. Airspeed 85 KIAS. Mixture IDLE CUT-OFF. Fuel On-Off Valve OFF (pull out). Wing Flaps AS REQUIRED (300 recommended). Ignition Switch OFF. Master Switch OFF. -- -- -- - - -- - - ENGINE FAILURE DURING FLIGHT (RESTART PROCEDURES) 1. 2. 3. 4. 5. Airspeed 85 KIAS. Fuel Selector Valve BOTH ON. Auxiliary Fuel Pump ON. Throttle HALF OPEN. Mixture Lean from full rich until restart occurs. -- -- -- -- -- NOTE If propeller is windmilling, engine will restart automati cally within a few seconds. If propeller has stopped, verify fuel flow indicator is in middle of the green arc range, then retard the throttle and turn auxiliary fuel pump off. Turn the ignition switch to START, advance throttle slowly from idle, and (at higher altitudes) lean the mixture from full rich. 6. 7. 8. Mixture ADJUST as required as power is restored. Throttle ADJUST power as required (slowly at higher altitudes). Auxiliary Fuel Pump OFF. -- - - - - NOTE If the fuel flow indication immediately drops to zero, signifying an engine-driven fuel pump failure, return the auxiliary fuel pump switch to ON. 9. 10. 3-4 Mixture ADJUST. Fuel Selector Valve - - - - AS DESIRED after fuel flow is stabilized. Revision 1 - 11 September 1981 16 December 1981 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T210N FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 90 KIAS (flaps UP). 80 KIAS (flaps DOWN). IDLE CUT-OFF. Mixture OFF (pull out). Fuel On-Off Valve OFF. Ignition Switch DOWN (UP if terrain is rough or soft). Landing Gear AS REQUIRED (300 recommended). Wing Flaps UNLATCH PRIOR TO TOUCHDOWN. Doors OFF when landing is assured. Master Switch SLIGHTLY TAIL LOW. Touchdown APPLY HEAVILY. Brakes Airspeed - -- - - - -- - - - - -- -- -- - - PRECAUTIONARY LANDING WITH ENGINE POWER 1. 2. 3. Q 4. 5. 6. 7. 8. 9. 10. 11. 12. 85 KIAS. Airspeed 100. Wing Flaps Selected Field FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. OFF. Electrical Switches DOWN (UP if terrain is rough or soft). Landing Gear 30° (on final approach). Wing Flaps 75 KIAS. Airspeed UNLATCH PRIOR TO TOUCHDOWN. Doors OFF when landing is Avionics Power and Master Switches assured. SLIGHTLY TAIL LOW. Touchdown OFF. Ignition Switch APPLY HEAVILY. Brakes -- -- -- -- - - -- -- -- -- - - -- -- DITCHING 1. 2. 3. 4. 5. 6. TRANSMIT MAYDAY on 121.5 MHz, giving location and Radio intentions and SQUAWK 7700 if transponder is installed. SECURE OR JETTISON. Heavy Objects (in baggage area) UP. Landing Gear 30°. Wing Flaps ESTABLISH 300 FT/MIN DESCENT AT 75 KIAS. Power INTO THE WIND. High Winds, Heavy Seas Approach PARALLEL TO Light Winds, Heavy Swells SWELLS. -- -- -- -- -- -- -- -- NOTE If no power is available, approach at 85 KIAS with flaps up 11 September 1981 35 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON or at 80 KIAS with 100 flaps. 7. 8. 9. 10. 11. Cabin Doors UNLATCH. Touchdown LEVEL ATTITUDE AT 300 FT/MIN DESCENT. Face CUSHION at touchdown with folded coat. Airplane EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. Life Vests and Raft INFLATE. -- -- -- -- -- 0 FIRES DURING START ON GROUND 1. 2. Ignition Switch START (continue cranking to obtain start). Auxiliary Fuel Pump OFF. -- -- If engine starts: 3. 4. Power Engine -- - - 1700 RPM for a few minutes. SHUTDOWN and inspect for damage. If engine fails to start: 3. 4. 5. 6. 7. Cranking CONTINUE (ignition switch in START). Throttle FULL OPEN. Mixture IDLE CUT-OFF. Fire Extinguisher OBTAIN (have ground attendants obtain ft not installed). Engine SECURE. a. Ignition Switch OFF. b. Master Switch OFF. c. Fuel On-Off Valve OFF (pull out). Fire EXTINGUISH using fire extinguisher, wool blanket or dirt. -- -- -- -- -- -- -- -- 8. - - NOTE If sufficient ground personnel are available (and fire is on ground and not too dangerous) move airplane away from the fire by pushing rearward on the leading edge of the horizontal tail. 9. 3-6 Fire Damage INSPECT, repair damage or replace damaged components or wiring before conducting another flight. - - 11 September 1981 (J SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T210N ENGINE FIRE IN FLIGHT 1. 2. 3. 4. 5. 6. IDLE CUT-OFF. Mixture OFF (pull out). Fuel On-Off Valve OFF. Master Switch OFF (except overhead vents). Cabin Heat and Air Airspeed 120 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). Forced Landing--EXECUTE (as described in Emergency Landing Without Engine Power). -- -- -- -- -- ELECTRICAL FIRE IN FLIGHT 1. 2. 3. 4. 5. Master Switch OFF. Avionics Power Switch OFF. All Other Switches (except ignition switch) OFF. CLOSED. Vents/Cabin Air/Heat Fire Extinguisher ACTIVATE (if available). -- - - -- -- -- I WARNING I If an oxygen system is available, occupants should use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. 7. 8. 9. 10. 11. Master Switch ON. Circuit Breakers CHECK for faulty circuit; do not reset. Radio Switches OFF. Avionics Power Switch ON. Radio and Electrical Switches ON one at a time, with delay after each until short circuit is localized. OPEN when it is ascertained that fire is Vents/Cabin Air/Heat completely extinguished. -- - - -- - - - - -- CABIN FIRE 1. 2. 3. Master Switch OFF. CLOSED (to avoid drafts). Vents/Cabin Air/Heat Fire Extinguisher ACTIVATE (if available). 11 September 1981 - - -- -- SECTION 3 EMERGENCY PROCEDURES I CESSNA MODEL T21ON WARNING If an oxygen system is available, occupants should use oxygen masks until smoke and discharged dry powder clears. After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. 2. 3. 4. 5. Radar Altimeter (if installed) OFF. Navigation Light Switch OFF. Strobe Light Switch (if installed) OFF. Pitot Heat Switch (if installed) OFF. Radar (if installed) OFF. -- - - - - - - 0 - - NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible. ICING INADVERTENT ICING ENCOUNTER 1. 2. 3. 4. Turn pitot heat, propeller anti-ice, and windshield anti-ice switches ON (if installed). Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. Pull cabin heat and defrost controls full out to obtain maximum windshield defroster effectiveness. Increase engine speed to minimize ice build-up on propeller blades. If excessive vibration is noted, momentarily reduce engine speed to 2200 RPM with the propeller control, and then rapidly move the control full forward. NOTE Cycling the RPM flexes the propeller blades and high RPM increases centrifugal force, causing ice to shed more readily. 5. Watch for signs of induction air filter ice and regain manifold pressure by increasing the throttle setting. 11 September 1981 CESSNA MODEL T21ON SECTION 3 EMERGENCY PROCEDURES NOTE If ice accumulates on the intake filter (causing the alter nate air valve to open), a decrease of up to 10 inches of full throttle manifold pressure will be experienced. 6. 7. 8. 9. 10. 11. 12. If icing conditions are unavoidable, plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable ‘off airport” landing site. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for a significantly higher power requirement, approach speed, stall speed, and landing roll. Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. Use a 100 to 20° landing flap setting for ice accumulations oft inch or less. With heavier ice accumulations, approach with flaps retracted to ensure adequate elevator effectiveness in the approach and landing. Approach at 85 to 95 KIAS with 20° flaps and 95 to 105 KIAS with 00 to 100 flaps, depending upon the amount of ice accumulation. If ice accumulation is unusually large, decelerate to the planned approach speed while in the approach configuration (landing gear and flaps down) at a high enough altitude which would permit recovery in the event that a stall buffet is encountered. Land on the main wheels first, avoiding the slow and high type of flare-out. Missed approaches should be avoided whenever possible because of severely reduced climb capability. However, if a go-around is mandatory, make the decision much earlier in the approach than normal. Apply maximum power and maintain 95 KIAS while retracting the flaps slowly in 10° increments. Retract the landing gear after immediate obstacles are cleared. STATI C SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. 2. 3. Static Pressure Alternate Source Valve PULL ON. Airspeed Climb 5 knots faster and approach 7 knots faster than normal or consult appropriate table th Section 5. Altitude Cruise 160 feet higher and approach 70 feet higher than normal. -- - - -- EXCESSIVE FUEL VAPOR FUEL FLOW STABILIZATION PROCEDURES (If Fuel Flow Fluctuations Of 5 PPH Or More Or Power Surges Occur) 1. Auxiliary Fuel Pump 11 September 1981 -- ON. 3-9 SECTION 3 EMERGENCY PROCEDURES 2. 3. CESSNA MODEL T21ON Mixture RESET as required. Fuel Selector Valve BOTH ON if vapor symptoms continue. -- -- C NOTE If selector was on BOTH ON, select a single tank which contains fuel. If symptoms persist, select opposite tank for 30 seconds, then switch back to previous single tank. 4. 5. 6. Auxiliary Fuel Pump OFF after fuel flow has stabilized. Mixture RESET as required. Fuel Selector Valve AS DESIRED after fuel flow has stabilized for one minute, provided there is fuel in any single tank selected. - - - - - - 0 LANDING GEAR MALFUNCTION PROCEDURES LANDING GEAR FAILS TO RETRACT 1. 2. 3. 4. 5. 6. Master Switch ON. Landing Gear Lever CHECK (lever full up). Landing Gear and Gear Pump Circuit Breakers IN. Gear Up Light CHECK. Landing Gear Lever RECYCLE. Gear Motor CHECK operation (ammeter and noise). -- -- -- - - -- -- LANDING GEAR FAILS TO EXTEND 1. 2. Landing Gear Lever DOWN. Emergency Hand Pump --EXTEND HANDLE, and PUMP (perpen dicular to handle until resistance becomes heavy about 35 cycles). Gear Down Light ON (master switch on). Pump Handle STOW. -- -- 3. 4. - - -- GEAR UP LANDING 1. 2. 3. 4. 3-10 Landing Gear Lever UP. Landing Gear and Gear Pump Circuit Breakers IN. Runway SELECT longest hard surface or smooth sod runway available. Wing Flaps 30° (on final approach). -- - - - - - - 11 September 1981 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T210N 5. 6. 7. 8. 9. 10. 11. 12. 75 KIAS. Airspeed UNLATCH PRIOR TO TOUCHDOWN. Doors OFF when landing is Avionics Power and Master Switches assured. SLIGHTLY TAIL LOW. Touchdown IDLE CUT-OFF. Mixture OFF. Ignition Switch OFF (pull out). Fuel On-Off Valve EVACUATE. Airplane -- - - -- -- - - -- -- -- LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING 1. 2. 3. 4. 5. 6. 7. COMPLETE. Before Landing Check NORMAL (full flap). Approach Landing Gear and Gear Pump Circuit Breakers TAIL LOW as smoothly as possible. Landing MINIMUM necessary. Braking SLOWLY. Taxi SHUTDOWN before inspecting gear. Engine -- - - - - IN. -- -- -- -- LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat Nose Tire) 1. 2. 3. 4. TRANSFER to baggage area. Movable Load MOVE to rear seat. Passenger COMPLETE. Before Landing Checklist HARD SURFACE or SMOOTH SOD. Runway -- -- - - -- NOTE If sod runway is rough or soft, plan a wheels-up landing. 5. 6. 7. 8. 9. 10. 11. 12. 13. 30°. Wing Flaps UNLATCH PRIOR TO TOUCHDOWN. Cabin Doors OFF when landing is Avionics Power and Master Switches assured. SLIGHTLY TAIL LOW. Land IDLE CUT-OFF. Mixture OFF. Ignition Switch OFF (pull out). Fuel On-Off Valve Elevator Control HOLD NOSE OFF GROUND as long as possi ble. EVACUATE as soon as it stops. Airplane -- -- -- -- - - -- -- -- -- LANDING WITH A FLAT MAIN TIRE 1. 2. NORMAL (full flap). Approach Touchdown GOOD TIRE FIRST, hold airplane off flat tire as long 11 September 1981 -- - - 3-11 SECTION 3 EMERGENCY PROCEDURES 3. CESSNA MODEL T21ON as possible with aileron control. Directional Control MAINTAIN using brake on good wheel as required. - - (D ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. 2. 3. 4. Alternator OFF. Alternator Circuit Breaker PULL. Nonessential Electrical Equipment OFF. Flight TERMINATE as soon as practical. -- - - -- () -- LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) 0 NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. Momentary illumination and/or ammeter needle deflection may also occur during startup of the landing gear system hydraulic pump motor. 1. 2. 3. 4. 5. 6. Avionics Power Switch OFF. Alternator Circuit Breaker CHECK IN. Master Switch OFF (both sides). Master Switch ON. Low-Voltage Light CHECK OFF. Avionics Power Switch ON. - - - - -- -- - - -- If low-voltage light illuminates again: 7. 8. 9. 3-12 Alternator OFF. Nonessential Radio and Electrical Equipment Flight TERMINATE as soon as practical. -- - - OFF. -- 11 September 1981 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON EMERGENCY DESCENT PROCEDURES SMOOTH AIR L 1. 2. 3. 4. 5. 6. 7. SECURE. Seat Belts and Shoulder Harnesses IDLE. Throttle HIGH RPM. Propeller FULL RICH Mixture EXTEND. Landing Gear UP. Wing Flaps Airspeed: 165 KIAS. a. During landing gear extension 203 KIAS. b. After landing gear is fully extended -- -- -- - - -- -- - - - - ROUGH AIR 1. 2. 3. 4. 5. 6. 7. Seat Belts and Shoulder Harnesses IDLE. Throttle HIGH RPM. Propeller FULL RICH. Mixture EXTEND Landing Gear Wing Flaps UP. Airspeeds: 130 KIAS. 4000 Lbs 119 KIAS. 3350 Lbs 106 KIAS 2700 Lbs -- SECURE. -- - - -- -- -- -- -- -- 11 September 1981 3-13/(3-14 blank) SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON AMPLIFIED PROCEDURES The following Amplified Procedures elaborate upon information contained in the Operational Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. ENGINE FAILURE If an engine failure occurs during the takeoff roll, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. ,,— ( Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a 20,000 I I I * PROPELLER WINDMILLING * FLAPS & GEAR UP * ZERO WIND 18,000 F— 16,000 - - W z 14,000 iij’ 12,000 w H w 10, 000 > 0 H I 0 °uuu BEST GLIDE SPEED 60 —r .*:: WEIGHT ILBS) Lu I Aflflfl j KIAS — 4000 3350 2700 — 0• 0 5 10 15 GROUND DISTANCE - 88 80 72 I I I 20 25 30 35 NAUTICAL MILES Figure 3-1. Maximum Glide 11 September 1981 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T2 iON suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an “off airport” landing with engine power availa ble, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis cussed under the Precautionary Landing With Engine Power checklist. c::) Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants’ face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a water surface. In a forced landing situation, do not turn off the avionics power and master switches until a landing is assured. Premature deactivation of the switches will disable the encoding altimeter and airplane electrical sys tem s. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight (with an airspeed of approximately 80 KIAS and flaps set to 20°) by using throttle and trim tab controls. Then do not change the trim tab setting and control the glide angle by adjusting power exclusively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent ly, at flareout, the trim tab should be set at full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Improper starting procedures involving the excessive use of auxiliary fuel pump operation can cause engine flooding and subsequent collection of fuel on the parking ramp as the excess fuel drains overboard from the intake manifolds. This is sometimes experienced in difficult starts in cold weather where engine pre-heat service is not available. If this occurs, the 3-18 11 September 1981 Q CESSNA MODEL T21ON SECTION 3 EMERGENCY PROCEDURES airplane should be pushed away from the fuel puddle before another engine start is attempted. Otherwise, there is a possibility of raw fuel accumula tions in the exhaust system igniting during an engine start, causing a long flame from the tailpipe, and possibly igniting the collected fuel on the pavement. If a fire occurs, proceed according to the checklist. Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a complete vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 1800 TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: 1. 2. 3. 4. 5. 6. Note the compass heading. Note the time of the minute hand and observe the position of the sweep second hand on the clock (use timer mode with digital clock). When the sweep second hand (or timer) indicates the nearest halfminute, initiate a standard rate left turn, holding the turn coordina tor symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping hands off the control wheel as much as possible and steering only with rudder. ii September 1981 3-17 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 1800 turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. 2. 3. 4. 5. 6. 7. 8. 9. Extend landing gear. Reduce power to set up a 500 to 800 ft 1mm rate of descent. Adjust mixture for smooth operation. Adjust the elevator and rudder trim control wheels for a stabilized descent at 105 KIAS. Keep hands off control wheel. Monitor turn coordinator and make corrections by rudder alone. Adjust rudder trim to relieve unbalanced rudder force. Check trend of compass card movement and make cautious corrections with rudder to stop turn. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. 2. 3. 4. 5. 6. 7. Close the throttle. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. Cautiously apply control wheel back pressure to slowly reduce the airspeed to 105 KIAS. Adjust the elevator trim control to maintain a 105 KIAS glide. Keep hands off the control wheel, using rudder control to hold a straight heading. Adjust the rudder trim to relieve unbalanced rudder force. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter 3-18 11 September 1981 CESSNA MODEL T21ON SECTION 3 EMERGENCY PROCEDURES with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the static pressure alternate source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. Cabin pressures will be affected by open ventilators or windows and varying airspeeds, and this will affect the readings. ,—, ( With windows closed, maximum airspeed and altimeter variation from normal occurs with the vents closed and reaches 10 knots and 160 feet respectively at maximum cruise (instruments read high). During approach with vents closed, typical variations are 7 knots and 70 feet respectively (reads high). Opening the vents tends to reduce these varia tions by one third. ( With windows open, variations up to 18 knots and 130 feet occur near stall (reads low) and up to 14 knots and 220 feet at maximum cruise (reads high). During approach, typical variations are 3 knots and 30 feet (reads high). ( With the alternate static source on, fly the airplane at airspeeds and altitudes which compensate for the variations from normal indications. For more exact airspeed correction, refer to the alternate static source airspeed calibration table in Section 5, appropriate to the vent/window configuration. \ SPINS Intentional spins are prohibited in this airplane. Should an inadvert ent spin occur, the following recovery technique may be used: 1. 2. 3. 4. RETARD THROTTLE TO IDLE POSITION. PLACE AILERONS IN NEUTRAL POSITION. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC TION OF ROTATION. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 11 September 1981 3-19 SECTION 3 EMERGENCY PROCEDURES 5. 6. CESSNA MODEL T21ON HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov ery. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. ROUGH ENGINE OPERATION OR LOSS OF POWER SPAR K PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. ENGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while operating from a fuel tank containing adequate fuel. 320 11 September 1981 0 CESSNA MODEL T21ON SECTION 3 EMERGENCY PROCEDURES In the event of an engine-driven fuel pump failure during takeoff, immediately hold the left half of the auxiliary fuel pump switch in the HI position until the airplane is well clear of all obstacles. Upon reaching a safe altitude, reduce the power settings to give cruise power. Then release the HI side of the switch, allowing the right side of the switch to remain in the ON position for level flight. ( This ON position provides a reduced fuel flow which results in lean mixtures at two portions of the manifold pressure range. For example, at 2500 RPM excessively lean mixtures with resulting roughness and/or power drop off are experienced at approximately 22 inches (just before the throttle switch activates) and again at 28 or more inches of manifold pressure. To avoid these areas of rough engine operation. select 2200 RPM and sufficient manifold pressure within the green arc range for the flight condition at hand. If more power is required, use progressively more RPM and select a manifold pressure where smooth engine operation and normal airspeed can be obtained. The landing approach should be planned so that approximately 15 inches of manifold pressure can be used. If the throttle is brought back to idle position, the mixture becomes very rich. This could cause a sluggish power response if the throttle had to be advanced rapidly during landing. EXCESSIVE FUEL VAPOR INDICATIONS Excessive fuel vapor indications are most likely to appear during climb and the first hour of cruise on each tank, especially when operating at higher altitudes or in unusually warm temperatures. Indications of excessive fuel vapor accumulation are fuel flow gage fluctuations greater than 5 PPH. This condition with leaner mixtures or with larger fluctuations may result in power surges, and if not corrected, may cause power loss. To eliminate vapor and stabilize fuel flows, turn the auxiliary fuel pump on and reset the mixture as required. If vapor symptoms persist, change the selector valve position in accordance with the checklist. When fuel flows stabilize, turn off the auxiliary fuel pump and reset the mixture as desired. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precau tionary landing because an orifice in this line will prevent a sudden loss of 11 September 1981 3-21 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera ture, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. LANDING GEAR MALFUNCTION PROCEDURES 0 In the event of possible landing gear retraction or extension malfunc tions, there are several general checks that should be made prior to initiating the steps outlined in the following paragraphs. In analyzing a landing gear malfunction, first check that the master switch is ON and the LDG GEAR and GEAR PUMP circuit breakers are in; reset if necessary. Also, check both landing gear position indicator lights for operation by “pressing-to-test” the light units and rotating them at the same time to check for open dimming shutters. A burned-out bulb can be replaced in flight by using the bulb from the remaining gear position indicator light. RETRACTION MALFUNCTIONS Normal landing gear retraction time is approximately 8 seconds. If the landing gear fails to retract normally or an intermittent GEAR UP indicator light is present, check the indicator light for proper operation and attempt to recycle the landing gear. Place the landing gear lever in the GEAR DOWN position. When the GEAR DOWN light illuminates, reposi tion the gear lever in the GEAR UP position for another retraction attempt. If the GEAR UP light still fails to illuminate, the flight may be continued to an airport having maintenance facilities, if practical. If gear motor operation is audible after a period of one minute following gear lever retraction actuation, pull the GEAR PUMP circuit breaker to prevent the electric motor from overheating. In this event, remember to re-engage the circuit breaker just prior to landing. Intermittent gear motor operation may also be detected by momentary fluctuations of the ammeter needle. EXTENSION MALFUNCTIONS Normal landing gear extension time is approximately 6 seconds. If the landing gear will not extend normally, perform the general checks of \ circuit breakers and master switch and repeat the normal extension procedures at a reduced airspeed of 100 KIAS. The landing gear lever must be in the down position with the detent engaged. If efforts to extend and lock 3-22 11 September 1981 CESSNA MODEL T21ON fTh SECTION 3 EMERGENCY PROCEDURES the gear through the normal landing gear system fail, the gear can be manually extended (as long as hydraulic system fluid has not been completely lost) by use of the emergency hand pump. The hand pump is located between the front seats. A checklist is provided for step-by-step instructions for a manual gear extension. If gear motor operation is audible after a period of one minute following gear lever extension actuation, pull the GEAR PUMP circuit breaker to prevent the electric motor from overheating. In this event, remember to re-engage the circuit breaker just prior to landing. GEAR UP LANDING ( If the landing gear remains retracted or is only partially extended, and all efforts to fully extend it (including manual extension) have failed, plan a wheels up landing. In preparation for landing, reposition the landing gear lever to GEAR UP and push the LOG GEAR and GEAR PUMP circuit breakers in to allow the landing gear to swing into the gear wells at touchdown. Then proceed in accordance with the checklist. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS tJ) “— Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A defective alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two catego Ties: excessive rate of charge and insufficient rate of charge. The para graphs below describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. 11 September 1981 3-23 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL T21ON Electronic components in the electrical system could be adversely affected by higher than normal voltage. The alternator contro unit l includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions, as evidenced by an excess ive rate of charge shown on the ammeter, the alternator should be turned off, the alternator circuit breaker pulled, nonessential electrical equipm ent turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. Momentary illumination and? or ammeter needle deflection may also occur during startup of the landing gear system hydraulic pump motor. If the over-voltage sensor should shut down the alternator or if the alternator output is low, a discharge rate will be shown on the ammet er followed by illumination of the low-voltage warning light. Since this may be a “nuisance” trip-out, an attempt should be made to reactiv ate the alternator system. To do this, turn the avionics power switch off, check that the alternator circuit breaker is in, then turn both sides of the master switch off and then on again. If the problem no longer exists, norma l alternator charging will resume and the low-voltage light will go off. The avionics power switch may then be turned back on. If the light illumin ates again, a malfunction is confirmed. In this event, the flight should be terminated and? or the current drain on the battery minimized becaus e the battery can supply the electrical system for only a limited period of time. Battery power must be conserved for later operation of the landin g gear and wing flaps and, if the emergency occurs at night, for possib le use of the landing lights during landing. 3-24 11 September 1981 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction Speeds For Normal Operation Page 4-3 4-3 CHECKLIST PROCEDURES Q - . ( - ‘—‘ Preflight Inspection Cabin Empennage Right Wing, Trailing Edge Right Wing Nose Left Wing Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff Takeoff Normal Takeoff Short Field Takeoff Enroute Climb Normal Climb Maximum Performance Climb Cruise Descent Before Landing Landing Normal Landing Short Field Landing Balked Landing After Landing Securing Airplane 11 September 1981 4-5 4-5 4-5 4-6 4-6 4-6 4-7 4-7 4-7 4-7 4-8 4-8 4-9 4-9 4-9 4-10 4-10 4-10 4-11 4-11 4-12 4-12 4-12 4-13 4-13 4-13 4-13 4-1/ SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON TABLE OF CONTENTS (Continued) Page AMPLIFIED PROCEDURES Preflight Inspection Starting Engine Taxiing Before Takeoff Warm-Up Magneto Check Alternator Check Takeoff Power Check Wing Flap Settings Short Field Takeoff Crosswind Takeoff \ Landing Gear Retraction Enroute Climb Cruise Leaning With An EGT Indicator Stalls Descent Before Landing Landing Normal Landing Short Field Landing Crosswind Landing Balked Landing Cold Weather Operation Noise Characteristics . 4-15 4-16 4-18 4-18 4-18 4-18 4-21 4-21 0 0 0 4-26 4-26 0 0 a 4-2 11 September 1981 CESSNA MODEL T210N SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 4000 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance and climb performance, the speed appropriate to the particular weight must be used. f ‘— ( Takeoff: 80-90 KIAS • . • Normal Climb Out 78 KIAS Short Field Takeoff, Flaps 10°, Speed at 50 Feet Up: Gear and Flaps Enroute Climb, 105-120 KIAS Normal 100 KIAS 17,000 Feet Level to Sea of Climb, Rate Best Rate of Climb, 24,000 Feet 97 KIAS Best 82 KIAS Best Angle of Climb Landing Approach (3800 Ibs): 85-95 KIAS Normal Approach, Flaps Up 70-80 KIAS Normal Approach, Flaps 30° 74 KIAS Short Field Approach, Flaps 30° Balked Landing (3800 Lbs): 70 KIAS Maximum Power, Flaps 20° Speed: Penetration Air Turbulent ed Maximum Recommend • 130 KIAS 4000 Lbs 119 KIAS 3350 Lbs • 106 KIAS 2700 Lbs Maximum Demonstrated Crosswind Velocity: 21 KNOTS Takeoff or Landing 11 September 1981 4-3 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON 0 \. 0 c C NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 4-4 11 September 1981 PILOT OPERATING PROCEDURES - FIGURE 1 PREFLIGHT FUEL SYSTEM QUANTITY CHECK The following procedures are to be used on certain Cessna 210. P210, and T210 Series airplanes whenever more than 75 gallons of fuel are needed for range and reserve. 1. Verify that the airplane is level laterally and is approximately 4.5 degrees nose up (normal nose strut on a level surface). NOTE: The airplane turn and bank instrument may be used to check lateral leveling. 2. Visually inspect each fuel tank for fuel level with the upper wing surface when full fuel capacity is intended to be in each tank. 3. Check each fuel cap and seal for security and wing surface for a lack of fuel stains aft of each fuel cap. NOTE: It is highly recommended that the wing tips and flap trailing edges are checked during flight for evidence of fuel siphoning. C C D NOTE 2: A check for the presence of water using the fuel reservoir quick drains prior to the first flight of each day is considered good operating practice. NOTE 1: The fuel reservoir(s) are located under the fuselage between the firewall and forviard door post on all airplane models. Consult the pilots Operating Handbook or Owners Manual in order to determine if one or two reservoir(s) are installed. 4. If the airplane has been exposed to rain, sleet or snow, or if the wing fuel tanks or fuel strainer drains produce water, the fuel reservoir(s) must be checked for the presence of water by operating the fuel reservoir quick drains. The airplane fuel system must be purged to the extent necessary to insure that there is no water, ice or other fuel contamination. 3. Repeat Steps 1 and 2 on each wing tank quick drain. 2. Inspect the flcHd drained from the fuel strainer and each wing tank quick drain for evidence of fuel contamination in the form of water, rust, sludge. ice or any other substance not compatible with fuel. Also check for proper fuel grade before the first flight of each day and after each refueling. If any contamination is detected. comply with 4 below. 1. Place a suitable container under the fuel strainer drain outlet prior to operating the strainer drain control for at least 4 seconds. Check strainer drain closed. Fuel sampling: Fuel strainer, wing tank and reservoir quick drains. PILOT OPERATING PROCEDURES-PREFLIGHT FUEL SYSTEl CHECK APPENDIX 86-19-11 Airworthiness Directive Federal Register Information ‘Header Information DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 Amendment 39-5407, AD 86-19-11 POP Copy (if Availoblet: Airworthiness Directives Cessna Models P172 thu P172K, FR72E thu FR172K, 177 thu 1778 and 177PG, F177RG, 185 thru 185E, A185E, A165F, A188, A188A, A1885, T188C, 205 and 205A. 206, U206, U2064 thru U206G, TU206A th TU2O6G, P206, P206A th P206E, TP206A thru 1P2066: 207 and 207A, T207 and T207A. 210B thru 21CR, T210F thu 121CR, P210N and P210R Airplanes ‘Preamble Information AGENCY: Federal Aviation Administration DOT DATES. Ettective October 4, 1986 V Regulatory Information 86-19-11 CESSNA. Amenoment 39-5407. Applies to Models P172 thru R172K. FR1726 thru FR 172K. 177 th 1778 and 177RG, F177RG, 185 thru 185E, A185E,A18SFA18SA18SA A1888.T1S8C 2O5and2OSA 206 U206 U206A thru U206G TU2Q6A thru TU206G P206, P206A thu P2066, TP2O6A thru TP2066, 207 and 207A, T207 and T207A, 2106 thru 210R T21OF thru T2IOR P210N and P21OR (all Serial Numbers IS/Nil airplanes equipped with fuel of this AD, untesa already whichever comes firat atter the ettective dale accomplished. - reduction due to contaminated fuel. To eliminate the possibility of engine power accomplish the following R172H, )S/Ns P172-0001 thu (a( On Cessna Models P172, P1726 thru thru F817200001 thru FR17200530) 177 P1720625) FP172E thru F8172] (5/Na 177RG (S/Ne 177RG0001 thru 177A (S/Ns 17700001 thu 17702123) Model F177RG01221 2100 and T2I0G 177RG0592) FI77PG (S/Na F177R00001 thru 21060539 and T210-0t98 thrci thw 210L and T2IOL (S/Na 21058819 thru fuel reservoirs and wing fuel tanks T2100451) airplanes, install quick drains in the with Cessna Single Engine Customer if not presentty equipped in accordance SEa-I 5 dated September10 1979, and Care Service Information Letters SE79-1 aircraft standard hardware. S dated March 16, 1981, or using equivalent , . R172F, P172G. R172H, R172J, P172K (b) On all Cessna Models 8172, R172E 410 and on) FR172E, FR172F. (S/Na P172-0001 thru P172-0409 end P1720 FR17200001 thw FR17200675( 177, FPI72G, F8172H, FR172J, FR172K (S/Na (S/Na 177RG0001 end on( F177RG 177A, 1778 (S/Ns 17700001 and on). 177RG 185, 185A, 1858 1850. 185D, 1856, (S’Ns F177RG0001 thru F177RG0177( 185-1599, 18501600 and on) A188 AI85E, A1S5F (S/Na 632, 185-0001 th (SiNs 18800573 thru 18800832) (S/Ns 653, 188-0001 thru 188-05721 A168A (S/Na T18803307T, T18803308T. A188B (S/Na 676T, 18800833 and on) T188C 01 and on( 206, U206, U206A. T18803325T and On) 205. 205A, (S/Na 205-00 . TU2O6A. 1U2068. TU2O6C. U2066, U2O6C, U206D, U206E, U2O6F, U206G 01 thru 206-0275, U206-0276 TU2O6D, TU2O6E, TU2O6F, TU2O6G ((SINs 206-00 , P2O6E. TP2O6A, TP2066. and on) P206, P206A, P2068, P2060, P2060 thru P206006471 207, 207A, T207. TP2O6C, TP206D, TP2O6E, (S/Ns P206-0001 210G. 2106, 210F. 210G. 210H T207A (S/Ne 20700001 and onl 2105, 2100, ,-T210G, T21OH, T2101, T210K. 210J, 210K. 210L, 210M, 210N, 2108, T210F and onl P210N and P2108 IS/Na 41 T21OL. T21OM, T210N, T21OR (S/Na 210578 ation that is included in the P21000001 and on) airplanes, attach the inform ATING PROCEDURES PREFLIGHT appendix to this AD (entitled PILOT OPER ents FUEL SYSTEM CHECK) to the airplane docum this AD may be used it approved by (ci An equivalent means of compliance with FAA, 1801 Airport Road Room 100. the Manager, Aircraft Certification Of lice, . fitid-Continent Airport, Wichita, Kansas 67209 oblan copies of the documentisi All persons affected by this directive may t Company. P:stn Au’cra)t referred to herein upon request to Cessna Aiicrata Kansas 67201: or FAA, Office Marketing Doision Post Office Box 1521. Wichit East 12th Street, Ksnsa Cily M:ssouri of the Regionat Counsel. Room 1558. 601 64106. SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON CHECKLIST PROCEDURES PREFLIGHT INSPECTION ØCABIN (. 1. 2. 3. 4. 5. 6. 7. 8. 9. -- Pilot’s Operating Handbook AVAILABLE IN THE AIRPLANE. REMOVE. Control Wheel Lock SET. Parking Brake OFF. Avionics Power Switch OFF. Ignition Switch DOWN. Landing Gear Lever OFF. Radar (if installed) OFF. Air Conditioner (if installed) Master Switch ON. -- -- -- -- -- -- - - -- I WARNING I When turning on the master switch, using an external power source, 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. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. -- Low Voltage and Alternator Out Warning Lights (if installed) ON. CHECK both Vacuum Gage Warning Buttons (if installed) extended. GREEN and PRESS TO TEST Landing Gear Lights and Horn (with throttle closed). ON (push full in). Fuel On-Off Valve CHECK QUANTITY. Fuel Quantity Indicators BOTH ON. Fuel Selector Valve CHECK AUDIBLY FOR OPERATION. Avionics Cooling Fan OFF. Master Switch OFF. Static Pressure Alternate Source Valve Trim Controls NEUTRAL. CHECK. Oxygen Supply Pressure (if installed) AVAILABLE. Oxygen Masks (if installed) -- -- -- -- -- -- -- -- - -- -- ®EMPENNAGE 1. Static Source Openings (both sides of fuselage) stoppage. 11 September 1981 Revision 1 16 December 1981 - -- CHECK for 4-5 SECTION 4 NORMAL PROCEDURES 2. 3. 4. 5. CESSNA MODEL T21ON Baggage Door CHECK for security. Rudder Gust Lock REMOVE. Tail Tie-Down DISCONNECT. Control Surfaces CHECK freedom of movement and security. - - - - -- -- ®RIGHT WING Trailing Edge 1. 2. 3. 4. Main Wheel Tire and Wheel Well--CHECK tire for proper inflation and wheel well for condition and cleanliness. Aileron CHECK for freedom of movement and security. Aileron Gap Seal CHECK security and fit. Fuel Tank Vent at Wing Tip Trailing Edge CHECK for stoppage. - - -- - - ®RIGHT WING 1. 2. 3. 4. 5. 6. Wing Tie-Down DISCONNECT. Fuel Quantity CHECK VISUALLY for desired level. Fuel Filler Cap SECURE and vent unobstructed. Radome (if weather radar is installed) CHECK for condition and ‘I security. Fuel Tank Sump Quick-Drain Valve --DRAIN fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of the day and after each refueling. If water is observed, take further samples until there is no evidence of water contamination Retractable Cabin Step (if installed) CHECK for security and cleanliness and retraction well for cleanliness. -- - - - - - - -- NOSE 1. Propeller and Spinner CHECK for nicks, security and oil leaks. Air Inlets CHECK engine induction air (right), heater air (left) and oil cooler air (lower), for restrictions. Landing and Taxi Lights CHECK for condition and cleanliness. Nose Gear Doors CHECK for security. Nose Wheel Tire, Strut and Wheel Well CHECK tire and strut for proper inflation and wheel well for condition and cleanliness. Nose Tie-Down DISCONNECT. Engine Oil Filler Cap CHECK secure. Engine Oil Dipstick CHECK oil level, then check dipstick SECURE. Do not operate with less than seven quarts. Fill to ten quarts for extended flight. Fuel Strainer Quick-Drain Valve DRAIN fuel (using sampler cup) to check for water, sediment and proper fuel grade before first flight of day and after each refueling. Check strainer drai CLOSED. If water is observed, the fuel system may contai additional water, and further draining of the system at the strainer, fuel tank sumps, reservoir, and vapor return line drain (below vicinity of selector valve) must be accomplished. - - - - 2. 3. 4. 5. 6. 7. 8. 9. 4-6 -- -- - - -- -- - - - - Revision 1 - 11 September 1981 16 December 1981 K SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N ®LEFT WING 1. 2. 3. Fuel Tank Sump Quick-Drain Valve DRAIN fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling. If water is observed, take further samples until there is no evidence of water contamination. CHECK VISUALLY for desired level. Fuel Quantity SECURE and vent unobstructed. Fuel Filler Cap - - -- - - LEFT WING Leading Edge 1. 2. 3. REMOVE and check opening for stoppage. Pitot Tube Cover CHECK for freedom of movement. While Stall Warning Vane master switch is turned on, horn should sound when vane is pushed upward. DISCONNECT. Wing Tie-Down -- - - -- LEFT WING Trailing Edge 1. 2. 3. 4. Fuel Tank Vent at Wing Tip Trailing Edge CHECK for stoppage. CHECK for freedom of movement and security. Aileron CHECK security and fit. Aileron Gap Seal Main Wheel Tire and Wheel Well CHECK tire for proper inflation and wheel well for condition and cleanliness. - - - - - - - - BEFORE STARTING ENGINE 1. 2. 3. 4. 5. COMPLETE. Preflight Inspection COMPLETE. Passenger Briefing Seats, Seat Belts, Shoulder Harnesses TEST and SET. Brakes OFF. Avionics Power Switch -- -- -- ADJUST and LOCK. -- -- CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 6. 7. 8. 9. 10. 11. 12. 13. 14. CHECK IN. Circuit Breakers OFF. Radar Altimeter (if installed) OFF. Electrical Equipment DOWN. Landing Gear Lever OFF. Air Conditioner (if installed) OFF. Radar (if installed) OFF. Autopilot (if installed) Cowl Flaps OPEN (move lever out of locking hole to reposition). IN and LOCKED. Manual Primer (if installed) -- - - - - -- -- -- -- -- - - 11 September 1981 Revision 1 16 December 1981 - 4-7 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON STARTING ENGINE 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. Throttle CLOSED. Propeller HIGH RPM. Mixture RICH. Propeller Area CLEAR. Master Switch -- ON. Auxiliary Fuel Pump ON. Throttle ADVANCE to obtain 50-60 PPH, then RETURN to IDLE POSITION. Auxiliary Fuel Pump OFF. Ignition Switch START. Throttle ADVANCE slowly. Ignition Switch RELEASE when engine starts. -- - - -- - - - - -- -- - - - - -- NOTE The engine should start in two or three revolutions. If it does not continue running, start again at step 6 above. If the engine does not start, leave auxiliary fuel pump switch off, set mixture to idle cut-off, open throttle, and crank until engine fires or for approximately 15 seconds. If still unsuccessful, start again using the normal starting proce dure after allowing the starter motor to cool. 12. 13. 14. 15. 16. 17. 18. 19. Throttle RESET to desired idle speed. Oil Pressure CHECK. Avionics Power Switch ON. Low-Voltage Light -- OFF (approximately 800 RPM). Alternator Off Lights (if installed) OFF. Fuel Computer/Digital Clock (if installed) -- SET. Navigation Lights and Flashing Beacon ON as required. Radios ON. -- -- - - - - - - -- 0 BEFORE TAKEOFF 1. 2. 3. 4. 5. 6. 7. 8. 9. 4-8 Parking Brake SET. Seats, Seat Belts, Shoulder Harnesses CHECK SECURE. Cabin Doors CLOSED and LOCKED. Flight Controls FREE and CORRECT. Flight Instruments CHECK and SET. Auxiliary Fuel Pump Switch OFF. Mixture RICH. Fuel On-Off Valve RECHECK ON (full in). Fuel Quantity CHECK. -- -- -- - - - - - - -- -- -- 11 September 1981 () SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON ) 10. 11. 12. RECHECK BOTH ON. Fuel Selector Valve SET for takeoff. Elevator and Rudder Trim 1700 RPM. Throttle a. Magnetos CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller CYCLE from high to low RPM; return to high RPM (full forward). c. Suction Gage--CHECK in green arc and low vacuumwarning buttons retracted (if installed). d. Engine Instruments and Ammeter/Voltmeter (if installed) CHECK. 1000 RPM. Throttle ADJUST. Throttle Friction Lock AS DESIRED. Strobe Lights SET. Radios and Avionics OFF. Autopilot (if installed) (200A, 300A) PREFLIGHT TEST (See (400B, IFCS) Section 9), then OFF. SET for takeoff (see Takeoff checklists). Wing Flaps FULL OPEN. Cowl Flaps OFF Air Conditioner (if installed) RELEASE. Brakes -- -- - - - - - n - -- 13. 14. 15. 16. 17. -- - - -- -- -- - 18. 19. 20. 21. - -- -- -- -- TAKEOFF NORMAL TAKEOFF 1. 2. 3. 4. 0°- 10° (10° preferred). Wing Flaps 36.5 INCHES Hg and 2700 RPM (5 minute limitation). Power ADJUST to 186 PPH. Mixture LIFT NOSE WHEEL at 65 to 70 KIAS. Elevator Control -- -- -. -- NOTE When the nose wheel is lifted, the gear motor may run 2-3 seconds to restore hydraulic pressure. 5. 6. 7. 8. 80-90 KIAS. Climb Speed APPLY momentarily when airborne. Brakes RETRACT in climb out. Landing Gear RETRACT after reaching 85 KIAS. Wing Flaps -- -- -- -- .3HORT FIELD TAKEOFF 1. 2. 10°. Wing Flaps APPLY. Brakes -- -- 11 September 1981 Revision 1 16 December 1981 - 4-9 SECTION 4 NORMAL PROCEDURES 3. 4. 5. 6. 7. 8.. 9. CESSNA MODEL T210N Power 36.5 INCHES Hg and 2700 RPM (5 minute limitation). Mixture ADJUST to 186 PPH. Brakes RELEASE. Elevator Control LIFT NOSE WHEEL AT 65 KIAS. Climb Speed 78 KIAS until all obstacles are cleared. Landing Gear RETRACT after obstacles are cleared. Wing Flaps RETRACT after reaching 85 KIAS. -- -- -- - - -- -- -- NOTE Do not reduce power until wing flaps and landing gear have been retracted. C ENROUTE CLIMB NORMAL CLIMB 1. 2. 3. Airspeed 105-120 KIAS. Power 30 INCHES Hg and 2500 RPM. Mixture LEAN to 120 PPH. -- -- -- NOTE On hot days, it may be necessary to utilize the auxiliary fuel pump to maintain 120 PPH fuel flow. 4. Cowl Flaps - - OPEN as required (full open on warm days). NOTE On hot days, turn on auxiliary fuel pump momentarily if switching tanks in climb. MAXIMUM PERFORMANCE CLIMB 1. 2. 3. c::) Airspeed 100 KIAS. Power 35 INCHES Hg and 2600 RPM. Mixture ADJUST to 162 PPH. - - -- - - NOTE 1 See power and fuel flow placard for maximum continuous power manifold pressure and fuel flow above 17,000 feet. Refer to Section 5 for airspeed above i7,000 feet. 4-10 11 September 1981 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON NOTE On hot days at higher altitudes, be alert for fuel vapor indications. If fuel flow fluctuations are observed or if desired fuel flows cannot be maintained, turn the auxiliary fuel pump ON and reset the mixture as required. If symp toms persist, select a single fuel tank having adequate fuel. 4. Cowl Flaps FULL OPEN. -- NOTE On hot days, turn auxiliary fuel pump ON momentarily if switching tanks in climb. CRUISE 1. 2. 3. 15-30 INCHES Hg, 2200-2500 RPM. Power ADJUST. Elevator and Rudder Trim flow using the EGT gage, a Cessna fuel cruise for LEAN Mixture Section 5. in Power Computer, or the data - - - - -- NOTE vapor In hot weather at high altitudes, be alert for fuel ained indications. If fuel flow fluctuations or an unexpl fuel ry auxilia the place ed, observ are drop in fuel flow e control pump switch in the ON position and reset mixtur fuel as desired. If vapor symptoms persist, place the ns. selector valve in either of the other two detent positio pump fuel ry auxilia the , steady s remain flow When fuel . may be turned off and the mixture reset as desired 4. Cowl Flaps altitude). - - CLOSED (open as required on hot days or at high NOTE On hot days, turn auxiliary fuel pump ON momentarily if switching tanks within first 30 minutes of cruise. DESCENT 1. Auxiliary Fuel Pump 11 September 1981 -- OFF. 4-11 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON CAUTION Failure to turn the auxiliary fuel pump off may result in a complete power loss at reduced throttle settings due to an excessively rich mixture. 2. 3. 4. Power AS DESIRED. Mixture ADJUST for smooth operation (full rich for idle power) . Cowl Flaps CLOSED. -- -- -- 0 BEFORE LANDING 1. 2. Seats, Seat Belts, and Shoulder Harnesses Auxiliary Fuel Pump OFF. -- SECURE. -- CAUTION Failure to turn the auxiliary fuel pump off may result in a complete power loss at reduced throttle settings due to an excessively rich mixture. 3. 4. 5. 6. 7. 8. 9. 10. 11. Fuel Selector Valve BOTH ON. Landing Gear EXTEND (below 165 KIAS). Landing Gear CHECK (observe main gear down and green indicator light on). Mixture RICH. Propeller HIGH RPM. Radar (if installed) OFF (after landing assured). Autopilot (if installed) OFF. Wing Flaps AS DESIRED (00 to 10° below 160 KIAS, 10° to 200 below 130 KIAS, and 20° to 30 0 below 115 KIAS). Air Conditioner (if installed) OFF. -- -- -- - - -- - - -- -- -- C LANDING NORMAL LANDING 1. 2. 3. 4. 5. 6. 4-12 C) Airspeed 85-95 KIAS (flaps UP). Wing Flaps AS DESIRED (flaps down preferred). Airspeed 70-80 KIAS (flaps DOWN). Elevator Trim ADJUST. Touchdown MAIN WHEELS FIRST. Landing Roll LOWER NOSE WHEEL GENTLY. -- -- -- -- -- -- 11 September 1981 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON 7. Braking -- MINIMUM tEQUIRED. SHORT FIELD LANDING 1. 2. 3. 4. 5. 6. 7. FULL DOWN. Wing Flaps 74 KIAS. Airspeed ADJUST. Elevator Trim REDUCE to idle after clearing obstacle. Power MAIN WHEELS FIRST. Touchdown APPLY HEAVILY. Brakes RETRACT. Wing Flaps -- -- -- -- - - -- -- BALKED LANDING ,—-.., 1. 2. 3. 4. 5. 36.5 INCHES Hg and 2700 RPM. Power RETRACT to 20° (immediately). Wing Flaps 70 KIAS (until obstacles are cleared). Climb Speed RETRACT SLOWLY (after reaching safe altitude Wing Flaps and 75 KIAS). OPEN. Cowl Flaps -- -- -- -- -- AFTER LANDING 1. 2. Wing Flaps Cowl Flaps -- - - RETRACT. OPEN. SECURING AIRPLANE 1. 2. 3. 4. 5. 6. 7. SET. Parking Brake OFF. Avionics Power Switch, Electrical Equipment IDLE CUT-OFF (pulled full out). Mixture OFF. Ignition Switch OFF. Master Switch INSTALL. Control Lock LEFT ON or RIGHT ON (select low-wing Fuel Selector Valve tank if parked on sloping surface to minimize cross-feeding and spillage). -- -- - - 11 September 1981 -- -- -- -- 4-13/(4-14 blank) DO oCo CQ SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON AMPLIFIED PROCEDURES PREFLIGHT INSPECTION The Preflight Inspection, described in figure 4-1 and adjacent check list, is recommended for the first flight of the day. Inspection procedures for subsequent flights are normally limited to brief checks of control surface hinges, fuel and oil quantity, security of fuel and oil filler caps and draining of the fuel tank sumps and strainer. If the airplane has been in extended storage, has had recent major maintenance, or has been operated from marginal airports, a more extensive exterior inspection is recom mended. ( \. 1r 4 After major maintenance has been performed, the flight and trim tab controls should be double-checked for free and correct movement and security. The security of all inspection plates on the airplane should be checked following periodic inspections. If the airplane has been waxed or polished, check the external static pressure source holes for stoppage. If the airplane has been exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on wings, fuselage, and tail surfaces, as well as damage to navigation and anti-collision lights, and avionics antennas. Outside storage for long periods may result in dust and dirt accumula tion on the induction air filter, obstructions in airspeed system lines, and condensation in fuel tanks. If any water is detected in the fuel system, the fuel tank sump quick-drain valves, fuel reservoir quick-drain valve, vapor return line quick-drain valve, and fuel strainer quick-drain valve should all be thoroughly drained until there is no evidence of water or sediment contamination. Outside storage in windy or gusty areas, or tie-down adjacent to taxiing airplanes, calls for special attention to control surface stops, hinges, and brackets to detect the presence of wind damage. If the airplane has been operated from muddy fields or in snow or slush, check the main and nose gear wheel wells for obstructions and cleanliness. Operation from a gravel or cinder field will require extra attention to propeller tips and abrasion on leading edges of the horizontal tail. Stone damage to the propeller can seriously reduce the fatigue life of the blades. Airplanes that are operated from rough fields, especially at high altitudes, are subjected to abnormal landing gear abuse. Frequently check all components of the landing gear, shock strut, tires, and brakes. If the shock strut is insufficiently extended, undue landing and taxi loads will be subjected on the airplane structure. 11 September 1981 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON To prevent loss of fuel in flight, make sure the fuel tank filler caps are tightly sealed after any fuel system check or servicing. Fuel system vents should also be inspected for obstructions, ice or water, especially after exposure to cold, wet weather. The interior inspection will vary according to the planned flight and the optional equipment installed. For example, if the airplane is equipped with an oxygen system, check the condition and quantity of oxygen face masks and hose assemblies prior to high-altitude flight. The oxygen supply system should be functionally checked to ensure that it is in working order and that an adequate supply of oxygen is available. STARTING ENGINE Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your turbocharged continuous-flow fuel-injection engine. The procedure outlined below should be followed closely as it is effective under nearly all operating conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, place the auxiliary fuel pump switch in the ON position and advance the throttle to obtain 50-60 PPH fuel flow. Then promptly return the throttle to idle and turn off the auxiliary fuel pump. Place the ignition switch in the START position. While cranking, slowly advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel! air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed. When the engine is hot or outside air temperatures are high, the engine may die after running several seconds because the mixture became either too lean due to fuel vapor, or too rich due to excessive prime fuel. The following procedure will prevent over-priming and alleviate fuel vapor in the system: 1. 2. Set the throttle 1!3 to 1!2 open. When the ignition switch is in the BOTH position and you are ready to engage the starter, place the right half of the auxiliary fuel pump switch in the ON position until the indicated fuel flow comes up to 25 to 35 PPH; then turn the switch off. NOTE During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the use of the auxiliary fuel pump switch in the ON position for up to 4-16 Revision 1 - 11 September 1981 16 December 1981 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR 4 USE UP AILERON ON RH WING AND NEUTRAL ELEVATOR 4 USE DOWN AILERON USE DOWN AILERON I ON RH WING AND ON LH WING AND ELEVATOR DOWN E LEVATC)DO NOTE CODE WIND DIRECTION Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram 11 September 1981 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON 1 minute or more before the vapor is cleared sufficiently to obtain 25 to 35 PPH for starting. If the above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the HI position to obtain additional fuel pump capability. 3. 4. 5. Without hesitation, engage the starter and the engine should start in 3 to 5 revolutions. Adjust throttle for 1200 to 1400 RPM. If there is fuel vapor in the lines, it will pass into the injector nozzles in 2 to 3 seconds and the engine will gradually slow down and stop. When engine speed starts to decrease, hold the left half of the auxiliary fuel pump switch in the HI position for approximate ly one second to clear out the vapor. Intermittent use of the HI position of the switch is necessary since prolonged use of the HI position after vapor is cleared will flood out the engine during a starting operation. Let the engine run at 1200 to 1400 RPM until the vapor is eliminated and the engine idles normally. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in normal temperatures and 60 seconds in very cold weather, shut off the engine and investigate. Lack of oil pressure can cause serious engine damage. TAXIING Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Refer to figure 4-2 for additional taxiing instructions. BEFORE TAKEOFF WARM-UP Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full power checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, 4-18 11 September 1981 C) CESSNA MODEL T21ON ( \. SECTION 4 NORMAL PROCEDURES note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differen tial between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and alternator control unit operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light during the engine runup (1700 RPM). The ammeter will remain within a needle width of the initial indication if the alternator and alternator control unit are operating properly. TAKEOFF POWER CHECK It is important to check takeoff power early in the takeoff roll. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. Full power runups over loose gravel are especially harmful to pro peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. On the first flight of the day, when the throttle is advanced for takeoff, manifold pressure will normally exceed 36.5 inches Hg and fuel flows will exceed 186 PPH if the throttle is opened fully. On any takeoff, the manifold pressure should be monitored and the throttle set to provide 36.5 inches Hg; then, for maximum engine power, the mixture should be adjusted during the initial takeoff roll to 186 PPH. With a heat-soaked engine on a hot day, it may be necessary to use the auxiliary fuel pump to obtain the recom mended takeoff fuel flow. After the throttle is advanced to 36.5 inches Hg, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustments should be 11 September 1981 4-19 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS For normal takeoffs, use of 100 flaps is preferred since it results in easier nose wheel lift-off and lower initial climb attitude, as well as a 10% reduction in ground roll and total distance over an obstacle compared to takeoff with flaps up. Compared to 20° flaps, use of 10° flaps facilitates transition to normal climb without significantly increasing total takeoff distance over an obstacle. The use of 20° flaps is reserved for minimum ground roll or takeoffs from soft or rough fields, since it will allow safe use of slower takeoff speeds, resulting in shortening the ground roll approximately 10% com pared to 10° flaps. However, most of the advantage is lost in the climb to the obstacle. Flap settings greater than 20° are not approved for takeoff. SHORT FIELD TAKEOFF If an obstruction dictates the use of a steep climb angle, after liftoff accelerate to and climb out at an obstacle clearance speed of 78 KIAS with 10° flaps and gear extended. This speed provides the best overall climb speed to clear obstacles when taking into account the turbulence often found near ground level. The takeoff performance data in Section 5 is based on this speed and configuration. Minimum ground roll takeoffs are accomplished using 20° flaps by lifting the nose wheel off the ground as soon as practical and leaving the ground in a slightly tail-low attitude. However, the airplane should be leveled off immediately to accelerate to a safe climb speed. If 20° of flaps are used on soft or rough fields with obstacles ahead, it is normally preferable to leave them extended rather than partially retract them in the climb to the obstacle. With 20° flaps, use an obstacle clearance speed of 74 KIAS. After clearing the obstacle, and reaching a safe altitude, the flaps may be retracted slowly as the airplane accelerates to the normal climbout speed. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed higher than normal, and then pulled off abruptly to prevent possible settling back to the runway 4-20 11 September 1981 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. LANDING GEAR RETRACTION Landing gear retraction normally is started after reaching the point over the runway where a wheels-down, forced landing on that runway would become impractical. Since the landing gear swings downward approximately two feet as it starts the retraction cycle, damage can result by retracting it before obtaining at least that much ground clearance. Before retracting the landing gear, the brakes should be applied momentarily to stop wheel rotation. Centrifugal force caused by the rapidly-spinning wheel expands the diameter of the tire. If there is an accumulation of mud or ice in the wheel wells, the rotating wheel may rub as it is retracted into the wheel well. EN ROUTE CLIMB Power settings for climb must be limited to 35 inches of manifold pressure and 2600 RPM up to 17,000 feet with decreasing manifold pressure above 17,000 feet as noted on the power and fuel flow placard. A cruising climb at 30 inches of manifold pressure, 2500 RPM, 120 PPH fuel flow, and 105 to 120 KIAS is normally recommended to provide an optimum combination of performance, visibility ahead, engine cooling, economy and passenger comfort (due to lower noise level). However, use of higher power may be desirable on hot days near maximum weight to increase climb performance. In this event, establish 2600 RPM and consult the power and fuel flow placard for manifold pressure and fuel flow setting combinations. NOTE During warm weather, if there is an indication of vapor in the fuel system (fluctuating fuel flow) or if the desired fuel flow cannot be maintained with the mixture control in the full rich position, turn on the auxiliary fuel pump and reset the mixture as required until cruising altitude has been obtained and the system is purged (usually 5 to 15 minutes after establishing cruising flight). If vapor symptoms persist, select BOTH ON or a single tank having adequate fuel. When fuel flow remains steady, the auxiliary fuel pump may be turned off and the mixture reset as desired. 11 September 1981 4-21 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N If it is necessary to climb rapidly to clear mountains or reach favorable winds or better weather at high altitudes, the best rate-of-climb speed should be used with maximum continuous power. This speed is 100 KIAS from sea level to 17,000 feet, decreasing to 97 KIAS at 24,000 feet. If an obstruction dictates the use of a steep climb angle, climb with flaps retracted and maximum continuous power at 82 KIAS. CRUISE Normal cruising is performed between 60% and 80% of the maximum continuous power rating. The power settings and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Q Cruising should be done at 70% to 80% power until a total of 50 hours has accumulated or oil consumption has stabil ized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service follow ing cylinder replacement or top overhaul of one or more cylinders. 0 The Cruise Performance Table, figure 4-3, illustrates the advantage of higher altitude on both true airspeed and nautical miles per gallon. In addition, the beneficial effect of lower cruise power on nautical miles per gallon at a given altitude can be observed. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of 80% POWER ALTITUDE 70% POWER 60% POWER KTAS NMPG KTAS NMPG KTAS NMPG 5000 Feet 166 9.5 158 10.3 146 11.0 10,000 Feet 174 10.0 164 10.7 151 11.4 15,000 Feet 183 10.4 170 11.1 156 11.8 20,000 Feet 190 10.9 177 11.6 161 12.2 Standard Conditions Zero Wind Figure 4-3. 4-22 0 Cruise Performance Table 11 September 1981 0 CESSNA MODEL T21ON SECTION 4 NORMAL PROCEDURES cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption. For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). For best fuel economy at 70% power or less, the engine should be operated at six pounds per hour leaner than shown in this handbook and on the power computer. This will result in approximately 5% greater range than shown in this handbook accompanied by approximately 4 knots decrease in speed. N The fuel injection system employed on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automati cally for the most efficient use of either normal or alternate air, depending on the amount of filter blockage. Due to the lower intake pressure available through the alternate air valve or a partially blocked filter, manifold pressure can decrease up to 10 in. Hg from a cruise power setting. This pressure should be recovered by increased throttle setting or higher RPM as necessary to maintain the desired power. Maximum continuous mani fold pressure (35 in. Hg) is available up to 14,000 feet under hot day conditions using the alternate air source with a fully blocked filter. LEANING WITH AN EGT INDICATOR Exhaust gas temperature (EGT) as shown on the Cessna economy mixture indicator or the optional engine combustion analyzer (when set on position 7) may be used as an aid for mixture leaning in cruising flight at 80% power or less. To adjust the mixture, using either of these indicators, MIXTURE DESCRIPTION RECOMMENDED LEAN (Pilct’s Operating Handbook and Power Computer) BEST ECONOMY (70/o Power or Less) EXHAUST GAS TEMPERATURE 50°F Rich of Peak EGT Peak EGT Figure 4-4. EGT Table 11 September 1981 4-23 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N lean to establish the peak EST as a reference point and then enrichen by an increment based on data in figure 4-4. Continuous operation at peak EGT is authorized only at 70% power or less. This best economy mixture setting results in approximately 5% greater range than shown in this handbook accompanied by approximate ly 4 knots decrease in speed. NOTE Operation on the lean side of peak EGT is not approved. C When leaning the mixture, if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enrichening the mixture to the desired cruise setting. Any change in altitude or power will require a recheck of the EGT indication. Detailed information on use of the engine combustion analyzer is presented in Section 9, Supplements. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Altitude loss during a stall recovery may be as much as 300 feet from a wings-level stall and even greater from a turning stall. 0 Power-off stall speeds at maximum weight for both forward and aft C.G. are presented in Section 5. DESCENT Descent should be initiated far enough in advance of estimated landing to allow a gradual rate of descent at cruising speed. Just prior to beginning the descent, check that the auxiliary fuel pump has been turned off. CAUTION Failure to turn the auxiliary fuel pump off could cause a complete power failure at reduced throttle settings due to an abnormally rich mixture if throttle switch rigging or 4-24 11 September 1981 () CESSNA MODEL T21ON SECTION 4 NORMAL PROCEDURES fuel pressure settings are out of tolerance. In this event, turn the auxiliary fuel pump off, set the throttle to one-half open, and lean or adjust the mixture to regain power. Have the fuel metering system inspected as soon as practicable. ,—-- Descent should be at approximately 500 FPM for passenger comfort, using enough power to keep the engine warm. The optimum engine RPM in a descent is usually the lowest RPM in the green arc range that will allow cylinder head temperature to remain in the recommended operating range and provide smooth engine operation. If a steep descent is required, the landing gear can be extended at speeds as high as 165 KIAS after which the speed can be increased as desired in smooth air up to 203 KIAS. The airplane is equipped with a specially marked altimeter to attract the pilot’s attention and prevent misreading the altimeter. A striped warning segment on the face of the altimeter is exposed at all altitudes below 10,000 feet to indicate low altitude. BEFORE LANDING In view of the relatively low drag of the extended landing gear and the high allowable gear operating speed (165 KIAS), the landing gear should be extended before entering the traffic pattern. This practice will allow more time to confirm that the landing gear is down and locked. As a further precaution, leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landing. Landing gear extension can be detected by illumination of the gear down indicator light (green), absence of a gear warning horn with the throttle retarded below 15 inches of manifold pressure, and visual inspec tion of the main gear position. Should the gear indicator light fail to illuminate, the light should be checked for a burned-out bulb by pushing to test. A burned-out bulb can be replaced in flight with the landing gear up (amber) indicator light. LANDING NORMAL LANDING Normal landing approaches can be made with power-on or power off with any flap setting desired. Use of flaps down is normally preferred to minimize touchdown speed and subsequent need for braking. For a given flap setting, surface winds and turbulence are usually the primary factors in determining the most comfortable approach speed. 11 September 1981 4-25 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T21ON Actual touchdown should be made with power off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially important in rough or soft field landings. SHORT FIELD LANDING For short field landings, make a power approach at 74 KIAS with full flaps. After all approach obstacles are cleared, progressively reduce P?wer. Maintain 74 KIAS approach speed by lowering the nose of the airplane. Touchdown should be made with the throttle closed, and on the main wheels first. Immediately after touchdown, lower the nose gear and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. At light operating weights, during ground roll with full flaps, hold the control wheel full back to ensure maximum weight on the main wheels for braking. Under these conditions, full nose down elevator (control wheel full forward) will raise the main wheels off the ground. 0 CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be reduced to 200 immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION The use of an external pre-heater and an external power source is recommended whenever possible to reduce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of 4-26 ti September 1981 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N the master switch is important. Refer to Section 7, paragraph Ground Service Plug Receptacle, for operating details. For quick, smooth engine starts in very cold temperature, use six strokes of the manual primer (if installed) before cranking, with an additional one or two strokes as the engine starts. ( In very cold weather, no oil temperature indication need be apparent before takeoff. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), the engine is ready for takeoff if it accelerates smoothly and the oil pressure is normal and steady. NOTE The waste gate controller will not respond quickly to variations in manifold pressure when oil temperature is near the lower limit of the green arc. Therefore, under these conditions, throttle motions should be made slowly and care should be exercised to prevent exceeding the 36.5 inches Hg manifold pressure limit. In addition, the fuel flow indications may exceed 186 PPH on takeoff if the mixture isn’t leaned to compensate. The turbocharged engine installation has been designed such that a winterization kit is not required. With the cowl flaps fully closed, engine temperature will be normal (in the lower green arc range) in outside air temperatures as low as 20° to 30°C below standard. When colder surface temperatures are encountered, the normal air temperature inversion will result in warmer temperatures at cruise altitudes above 5000 feet. If low altitude cruise in very cold temperatures results in engine temperature below the green arc, increasing cruise altitude or cruise power will increase engine temperature into the green arc. Cylinder head temperatures will increase approximately 50°F as cruise altitudes increase from 5000 to 24,000 feet. During descent, observe engine temperatures closely and carry suffi cient power to maintain them in the recommended green arc operating range. NOISE CHARACTERISTICS Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. 11 September 1981 4-27 SECTION 4 NORMAL PROCEDURES CESSNA MODEL T210N We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1. 2. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot’s judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model T21ON at 4000 pounds maximum weight is 77.4 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. c’) -_.- 0 0 4-28 11 September 1981 uc ¶ \ -e SILl. 1215N 12105 rod 12101 .\rr1’I.’oo, N . t At “-. j% L e’( L’ -‘roaorthinusu Ornc.nve - I cilcial IIc5l’ir I I either littor DEPARTMENT OF TRANSPORTATION Federal Aviation Adittinjstratjon 4 CFR (‘art 39 [63 FR 4961’) Nw I SI 091896] Docket No. 97-CE-62-AD: Att,ettdme,tt 39-10773: Al) 98-05-14 RI RIN 2120-AA64 Airwoctlttitess Directives: P1)15 Copi (If .tvn(Iable(: f’essita Models 121 ((N, P2 IIIN. and P21 OR Airplanes o I’rt,,iaititu Int,,riii;,tii,ii A(iI:NC’t: Federal r\viatiiltt Adtttittisttatt,ctt, 001 hE ION: Fatal title: eorrcctiott SCNIhI,\R’i: (his amendmettt clarilies ittft,rittattoit contained in .\tnvi,Ittitess Direcitse (AD) 6R_1t5_14. svltie(t currecttlv reqtt,res ret otto tite FAA—approved Airplatte FIiItt Nlattual t .61 hI I to speedS’ procedures tltat trould proltilit tlieht itt sesere teitte cottdttirs,ts (as deternti,ted Os eet’tant v,sual cues), limit or pricltihtt (tn use of various tl,eltt control devtccs wltile itt severe tcitts cottdtttons. attd 11015 ide cIte lltultt crew wttlt reeoettitiou ctces (hr. and procedures fat’ exititto trout. ltttt sd crc icitse cottditions ott certa itt Cessna Aircra I) Coinpattu (Cesstta I Morlels ‘(21 ON. P21 (IN, attcl P21 OR airplattes 1 instead of pulrlic:ttirtr tncunectlv references tie possibility if certaiti iii’ aceutttnlatcott Ott Ite ‘‘los, ci’’’ surOce it the letup. lie ‘‘si1tper’’ stirtltce of tlte wine while operaiittg witlt tltc flaps estended, Tltis i,tcorrect staletttetrt uta result in pilot act hot. I tin document replaces ilte tttiot i,terpret:ctiott of ilte icitte etfects with tlte laps extettded. ar.d lead to alt incorrect word “lois Cr” svith ‘‘upper’’ ci iltis se,ttettee, Tite aetiotts specified in tltis AD are intettded to coocittite to ittittitttize tlte clearly detined potential Itacarits tssociated is hIt operatine iltese airplanes in severe tcittp eoctcliiions ba prouidinp ittore pmeednres and liittitaiti,tts associated wttlt such ciinditti,tts 0.6 11 5: lltthetis e September 22. 1998, Re3iott. 0I’tice oftlte .\DDRESSES: Stibtttit eottttttents it, triplicate to die Federal At iatiot, Adttti,tistratiott FAA I. Central City, Missouri Renintal Conttsel. Attentioit’ Rrtles Docket No, 97-CE-62-AD. Rsnntt 1556. 1,01 F. 12th Street. Kansas 64106 Aimlacte FOR FURTHER INFt)RSIAI ION C’UNTACT: SIr. John P. Doss. Sr.. Aerospace Ecteuteer, FAA. Stoall 6) 42t,—2 169. ttitectorate, 121)1 6h’alttut, suite 9(6), Katrsas Cita Missouri 64106: teleplsotte: 1616) 426—6932. faesttttcle: (SI . SUPPlEMENTARY INFORMATION: I) is C USSItt It which applieo Oct [cOrn_sri 14. 199,9, cIte ‘-6.6 issued AD OS—OS—Il. Acttendtttettt 30111375 (o3 FR 1)1519, Marc), 4, l90S(. was tlte result tofu ms iew of tite requirecttents fr :0 Lesstta SIcilels I 21 (IN, P21 IN. atsd PT I OR aimlanes, AD 95—05—Il r’.tiirh{}’t4’]oeO’,, h41,,L iiOl’W ly,,l).-.ooLo,&itisIIl:u!li- 5112 22 .‘h’ll’s ‘55 S’t’St j .iiii,Lt, 12155 P2155 iO I’S ltIO,toiiii cectilicattoit ol these aiqtlaties ciii rent Iv to I lie 1 clii crew. iii icing coiiditions. itctt iiilorittotion ott lie icing ciii irontneiii, iticl icing data provided AD 95—115—i I reqtnces tevising tile Littntaiittns Section oftlie FAA—appcos ed Atiplatte Flight Manual ArM liii speeil’s I procedttres iltat scititld. Reqttire Iliglo ccesvs to intmediatelv reqnest priority ltattdlittg front Air (rome Control to exit severe icing cnochitions (as deiectttitted liv certain visual cites): Iucoltibit limb itt set crc ieittg conditions tas deiennined by’ certain visinil etiesl: Prohibit use of lie iiitoopilot ti’ltett icr is lncnicd all of the protected tortures of the trittg. or is-lieu contlit ion exists: ttntl Ott ttttttsttitl lateral nut Require lint all ieitta icing ittspeetion lights be operative prior to Iliglti itito hunts n tic hbrccast icittg eoitditiotts at tight. That aciloti also resttnies ret isittg the Notitial lkocciltures Scctiott if the FAA—approved ArM to specilb hitsceclttrcs that iron Lb the use of the laps mid prolnhit lie itse of the autopilot n lien her sutbsened titritaittg till oftlte protected stirtitces tiEt’tog.orti’nt7ts7t,iflatcral tritit reqttnetttcttts tic ttntipilttt tritti ss’tritittgs nrc etucoittttcred: atid iii l’rtivtsle lie fltglit mcii iritlt rcctinnititsu cites Dc_and tsitscetlttces br esttntg frottt. severe citig conditions. Need For the Correetioti 1 lte AD incorrect);- states itt paragraph 101121 of AD ttyIiS_ II iltat: (lperatitsti it’itlt (laps extetided cttit result ii t reduced tynig iiitigle—oFttt:tch. isitli lie possiltilttv oh’ icr tonttittg ott tlte Itiss-ec sttrhitce ftrtlier till tin the snug thttut ittirtital. possibly till tif the prtitcctetl mccii. (lie oticcl ‘loss-cr in this sentetice sliiiuhrl lie “upper.” I his itcoteet statcineiti nb; result lit ttii ittisiiitequietotioti oftite icitig efhbcis initlt the laps extended atid lent) it alt incorrect ociiott. fltc pilot of lie afhbcied nirplaites cait otilv see the lint cc ivitig suirfacc. l-lttss’eser. (ci’ iccretiott iiit die ttppei surface of the ivitig, snbnch the ptlot cantiot ohsene, is ttsnahhv acctnttptttnesl hr icr aceretititt tnt tlte loss’er snrtbce. As statesl earlier. the piltst can ohsers c icc acceetioti tsit the lost ci surfitce. Lxtensitsn if flaps dint t esults ni a rednccd nitghe—ttf—attach cait eliatige lie rclatitinshtip ttf the extetit of icc tsit die tipper otis) last cc stirfitces tif tlte snug. Fur exattiplc. icc trill icttd to accrete mine titi the ttpaer surface tltati nit tlte Icoser sttrlitcc at eethttccd mole—of—attack. ((nit ci cc, tvhicn laps are extended in ccciaiit icing ctandititutts, lie rcdtictioit of irs thtrtlier all tnt lie hisser surface of ilte sting mar leash the piltit iii ctittclttde ittctnrecilv that iltere is it tedtictioit itt’ ice (uniter till ott lie tipper snrtltce. fltis is itt correct: as stated eat 11cc, the ictidenen is fr lottie icc accretistit tin lie upper sttrthcc Dsnallv. icr tin tlte ttpper sttcl.icc tif the utitig is ntttre ails eric itt tlte aertuth; itantic clt:ti acteristics of lie oiiplane iliatt is ice nit lie loss cc surface if die sting. ktsnsedhitetiths ilte FAA sass’ a tees) iii clot ilk AD 93—1t5—h 1 to asstitv that dtis stsnal cue eon he thlltass ed .intl that the itpprtipriaic cause and eflbct relauittnslttn is described. . Correction of Publicatinn ibis dtucsittcni clarifies the ittietu of thin pies itaitslv discussetl s isuah cue in paragraph ha 1121 if AD osabS II. This dtucnittettt alstt adds tlte anactiditieni to sectittit 39.13 if the Fesleral Aviatitita Reguhailnits (11 CFR 39.13) Sitice this actititi tntlv clarifies the thcsecipsoit ala t isnal cite in —\l) 9S—115—14. ii ltts to aths ense ectstiitntc itnlrtct atid imposes no aslditiottal haurdeit silt Ott> persoit titan is mild has c been nccessntv by- the existing AD. I hcrctbcc. the I-A-S has tleteuittitietl ilim prtttr notice and opporustnnv Dr piNe ctntttuctti ace titniccessan - List uf Subjects lo II CFR Part 39 Air transportation. Aircraft Aviation satbi; Safety . - op i-sit sn, iys,,i,u,,r_i,si iii. i—s itis—sy’ iin,u,ics_s’i s isni’tt’i’ iiissts,srssnitisi,dti si 2,.iyi:;ssu—is st’’i 55.i_i. i2IiiNi’1i1\ r.i stats i!qh,.. Atloption of the Ameothmeot Accssrdittg)v. pursuant to tire authority delegated to nm ks he Administrator, the Federal Aviation Administration amends part 39 of the Federal Aviation Regulations (II CFR part 39) as follows: PART 39 AIRWORFIIINESS DIIOECIlOES 1 lie attdtoritv ritatiott Or pail 39 continues to rear! as foliosvs: Authority: 49 U.S.C. 106(g). 40113.41701. 39.13 Arneodedl 2. Section 39.13 is anteoded by reittostuo Ainvortltisess Directive (AD) OS-OS-Il. Atuteudtoent 39-10375 (63 FR 1(519. March 4. 199S(. and by udditigu neo AD to read us flalloos. § Itrxsilatura hoist tisutissis Othtt5-t4 RI CESSNA hIRCIUf9 COMPAN :Ataenduteitt 39-1tt773: Docket No. 7-CE-62-AD: Revises AD 98-05 14. Anteitsltsient 39-1)1375. .\lstakcahtlitv: Models 12! ((N (serial utitithers 21063641 through :11)648971. p:i ON (serial ositithers P2100(1386 through P2119(0834). otis) P2! (Uk (all serial nstttthers( stitpiattes: certificated ut stmtv eategttt. NO! F I lists .—\D tophies to each aiqslatte ideittilied itt (se preeeshttg attplieahiltts saros isiotu. regarshleso ufu (tether it bias heeit ntodified. aheresl. sir repaired itt the area stibeet tsr the reqtsiresttettts of this AD. hor airpluttes thtat have sects modifies) ahteres). or repaired so that lie perlonisattee of the trqairentettts of this AD is afflietesh. lie osvnersslserator titlist request apprsisa( tisr art altermtatise timetluod of eoittpliaoce isa arcorshauee as (iii paragraph (dl of tins AD. The teqitest should istc(m ste au assesssttens of the effect of lie mttusdi ficatiotm. alteranott. or repair iso the tutsa&- cosiditien addresses! by tIns AD: am(. it tim ttttsatd essitditiomt has tot heett elititiutated. the request should include specific proposes! actions to ashdress it. Comphtaoee: Requires! as indicated in lie hotly of Otis Al). sinless alreaslv stresstttplisltetb. hi ntittitttiee tire (sotetitia( ltaearsL associated ss itlt ispersstittg the aiqakitte in severe teitig eotmditioiis hy provishtrg itsore clearly delittesl proceslitres ansi litatitat ions assiseiates( svitlt such courhitions. aeeotttplislt lie fsshlisss (tag: (at Withiit 3tt days utfier April 30. 1998 (the effectis e slate Al) 98—05—Ill. acesstttpiislt tise reqioreutettts of paragraphs (a)) ( attn (ut(h2( ofultis AD. NI) r 0 2: (iperotots dtoald istitiate octusit to tiati IS asid eitsttre that light ctrsrtttettthers are ataprisesh sf this chattge. I ) Rca ise tlte FAA—approved Airplaite Flight Xlostii.i( tAFhI tIn inessqsisrotisg the foilosritag muss the Litttstatioits Section o lie .\Fhl. This ituav he area sttplished Isv titsening a coos of this AD sit lie AFM. WARNING Sea crc icimig itsas resmt(t frsimtt ettvtrotamttetttal esandit tons ssmstside ssf thssse liar solticit tlto atqa(atte is certificated. Flight (it result in tee hamlsh— )ieeliitg rain, freezing driozle. or umixed ieistg cunsistions I supercooled liquid sramer and ice emsto(s( usov aft of tlte sip sit protected sisriaces exeeesb(ttg thte eapahilitvof tlte icr prsstectioss ss stemtt. or iitav result its ire tssrttaittg protected surfaces. This icr ttmay not be sited using (se ice protection systents. and usay seriously degrade time perfomatsaitee attm( eotttrollahihitv of the airphaise. the • During flight. ses crc icing cottditions that exceed those tisr us hichi time airplane is certificated shall he demeotisned by fssllosving visual cues lfsstme sir naore of these vismial rues exists. imnittediate(y reqitest )trioritv htatmdhsng front Air Traffic Control to facilitate a route sir ott altimsude change to exit the ieiiug conditions. Unstsmmai(s extensise ire aeemmnmulation on tIme airframe amid sa immdshie(d in areas not noossally sabsen ed to collect icr. -\rcuutommiatiomm of see suit the 5555cr serface nsf tIme us itig aft of the sat usrected utica tiasidhimag • S ismce die asutsqmuhssm. ss imemi stmstahied asid operatisag. tttav itsask tactile roes that itudicate adverse chammges its ts[r ella. m5st elI ltsleI c5ews stalsos4..y’iSuslIlusnThsSrIssal .e:&tisltl_5 .153.n sa:_’n— Illness 55.r.t. i2iiS.tiOv..mt 200 characteristics, rise of tire autopilot is prohibited rviren any of tire visual cries specified abate exist, or svlrert nitusnrrl lateral trim requirerttettts or autopilot trirrr svarninos are eneourrteretl st’lsile tire airplane is itt icing coirdit iorrs. • All sting icing inspection lights trust he operative prior to Iliglrt into Lrrown or forecast icing conditions an night. fNOl F,: Tins strpersedes arty reliet’provided ho’ tire Master Mirrirtttrrnr Eqtniprtrerrt List I MNIEL).]” 121 Res ise tire FAA—approved AFM by incorporating tire following into tire Nomtaljedures Section of the AFrO. ‘Uris may be rrecorttpiisited by irtsertintg a copy ot’titis AD in tire .-\FM. ‘TIlL FOLLOWING NVEATIIER CONI)ITIONS MAY BE CONDLtCIVE 10 SE\’ERE IN-FLIGHT ICINGr Visible rairr at terrrpet arnees below’ it degrees Ceisirrs arrrlrierrr air terttperature. o Drusirlets tirar splash tir sirlarter rrrr irrrtvtet at tetttperarrtres helstrs’ it degrees Celsmtts attrbiertm air tetrrperatrrre. o S PROCEDURES FOR EXITING THE SEVERE ICING ENN’IRONMENT: irese rtrocerirtres arc applicable to all ttigitr pltases fitnrtr rakeoi’l’ro iattdirtg. blotriror tlte arttbiemtt urrr rettrperurtttre. Wimile crc icing trray t’orttt at tentperatrtres as cold as ‘IN riegrees L’eisirrs. irmereased s’igilartee is ss’arrarmted at temrrttcratmrres arorrtrd freezing ss’itir risible ntoistrrre presettt. I ftime s isrrai cites specitied itt tire Lirtritatirrrrs Section of tire AFrO for idetrti fyittg severe icirrp cottditiorts are ttbsen’ed, aecortrtrhsim rite folittrritrg: • Itrrtttertiateiy request priority iramtriiitrg front Air ‘I raffle Crtntroi tim t’aeilirate a route or air altitude cirarrge to exit tire severe rcrrtg eurrtdttrtntrs itt rrrrier to as oirI cxrettdeut evposrtte tin firgirt eottdiritrtrs ttrtrre ms crc titatt drtrse fur svIrrelr tire ntrpiatte itas heemt cerliticated. • Astrid abrrrpt mntrd e’.cessir e ttrartent erirrg tirar trta\ exaccrinate cortrroi dit’ticuities. • Do tot ettgage tire trrtotriiot. • If tire arrtotniior to ettgaged. iroiri rite currrtrtnl ss’ireei fit rrris rtrd disengage tire arrrtrpiiot. • ti’trrr trtmmtsrrai rutH res1rutrtre rrr rtttetrttttttartderi nih ctrttrrtnl tttor ettretrt is observeri, redrrce tire attgie—rri”attack. • Drr ttrrr extettd flairs rvltett itrslrhrrg itt icing cortrhtiorrs, t)trerar ion srirlt flairs exrerrded cart restuit itt a reritteed wirto attgle— rrf—attrtek, svitit rite rossilrihty irf ten’ forrttitto tnrt tire u1t1rer srtrhrce tirrrirer rf ott rite rvittg titart rrortttai. prtssibis aft rni’tire irroteeterl rtrea. • il’ritc flaps are exterrded. dtr tin retract titettt atttri rite airirartte is clear at’ • Repot r tirese ss eurriter r’ortdrtitrtts tts Air ‘I rattle L’rtrrtrtni. i iii irreorirorarirto rite AFrO res’tsirtrts. as retittired by iris AD. tttav he pert’trrrrteri liv rite trrvrrer operatutr ittnlihng itt least a itrivate pilot cenihicare as antirorieerl liv seetiorr 43,7 tnt tire Federuti Avtrttiott Regrriariotts ill CF R arrd tttust be etrrered irrttt tire aircraft records sirinrt’itto eottrpliattcc rvrtit ntis ND Reguiatiotts ill C FR 15.9 ut recorriattee nr’irIt sectrurn ‘tSuJ of rlre Federal As’irrtrutrr el Special iligirr petirtrrs trtay be issrted itt aeeordattce rs’itir seetitntts 21.1117 atrd 2I.i Ol rrf rite Federal As’iatirrrr Reprnlarirrrts ill CFR 21,197 atrd 2 I, i tin rtperate tite’aitplarre rtr a ittearinntt rs’itere rite reqrtiretttctrts of ntis Al) catt ire accrttttphsired. idi Atr altertraris e trtetitod of eonttphattee or adjusttrrcrrr ofrire eotrutrhattce tittre titan pros’iries att eqrris’aiettt level trfsaibtv stay he apprits’ed by the Manager. Srrraih Attviane Directorate, FAA, 1201 Waittat, srtire fttltt, Kansas (‘its, NI isstrttri b-I I rib, Tite reqrtest shaH ire forsra’ rileri rirrurugir ait appropriate F1\A Nlaitrtenartce lttspcetrrr. rvito tray arid cortttrtenrs atrri titett sertd it to the N lanager. Snrail Airolatre Directorate. NO I E 7: irrforrrratrrtrt cirrrcerlring rite evistetteeof apprurs ed airertraris e rrrerluods urf corsrpharce ss tnt titts AD. if ant. rrrav Ire obrairted f’ottt rite Srtrali :\iqniatte Directorate. tel All persons affected by this direeris’e ttrav exartnine tnfortttarirstr related to Iris AD at tire FAA. Central Region. Office urf rite Regiottai Counsel. Roortt 1558, itti I E. I 2tit Street. Kartsas Ctt, Nlisstnuri till rib, 10 T iris nnttterrdttsertt ret ises Al) os_n is—il. Arrrerrdttrerrr or Tirrs artsetnrintenr hceotttes efi’eetru e ott Sit, I 1775 Sepretrrher 22, 1998. rrt.uI,Iit’.t’..’.usruit5’Js’nu’u,ts,’uu:uun,,n,,tt—nninu i.:nO,’n mrs 5u’uIs 5’ ‘nt SECTION 5 PERFORMANCE CESSNA MODEL T210N SECTION 5 PERFORMANCE TABLE OF CONTENTS Page Introduction Use Of Performance Charts Sample Problem Takeoff Cruise Fuel Required Landing Demonstrated Operating Temperature Figure 5-1, Airspeed Calibration Normal Static Source Airspeed Calibration Alternate Static Source Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds Figure 5-4, Wind Components Figure 5-5, Takeoff Distance 4000 Lbs Takeoff Distance 3700 Lbs And 3400 Lbs Figure 5-6, Maximum Rate Of Climb Figure 5-7, Time, Fuel, And Distance To Climb Maximum Rate Of Climb Time, Fuel, And Distance To Climb Normal Climb Figure 5-8, Cruise Performance 2000 Feet Cruise Performance 4000 Feet Cruise Performance 6000 Feet Cruise Performance 8000 Feet Cruise Performance 10,000 Feet Cruise Performance 12,000 Feet Cruise Performance 14,000 Feet Cruise Performance 16,000 Feet Cruise Performance 18,000 Feet Cruise Performance 20,000 Feet Cruise Performance 22,000 Feet Cruise Performance 24,000 Feet L’igure 5-9, Range Profile 384 Pounds Fuel Range Profile 522 Pounds Fuel Figure 5-10, Endurance Profile 384 Pounds Fuel Endurance Profile 522 Pounds Fuel Figure 5-11, Landing Distance • . . • . . • . . • . • • . • - - ,.— - - 5-3 5-3 5-3 5-4 5-5 5-5 5-7 5-7 5-8 5-9 5-10 5-11 5-13 5-14 5-15 5-16 - 5-17 - - - - - - - - - - - - - - - - - 11 September 1981 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-28 5-29 5-30 5-31 5-32 5-33 5-34 5-35 5-1/(5-2 blank) D o oDo C SECTION 5 PERFORMANCE CESSNA MODEL T21ON INTRODUCTION that Performance data charts on the following pages are presented so conditions, you may know what to expect from the airplane under various reasonable and also, to facilitate the planning of flights in detail and with tests accuracy. The data in the charts has been computed from actual flight piloting average using and condition in good engine and with the airplane techniques. ,.— It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the the specified cruise power. Fuel flow data for cruise is based on recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus is trate the effect of different variables. Sufficiently detailed information used and selected can be values provided in the tables so that conservative to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel 3950 Pounds 522 Pounds TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 3500 Feet 24°C (16° C above standard) 12 Knot Headwind 4000 Feet 11 September 1981 SECTION 5 PERFORMANCE CESSNA MODEL T210N CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute 665 Nautical Miles 11,500 Feet 8°C 10 Knot Headwind LANDING CONDITIONS Field pressure altitude Temperature Field length 3000 Feet 25°C 3000 Feet TAKEOFF The takeoff distance chart, figure 5-5, should be consulted, keepin g in mind that the distances shown are based on the short field techniq ue. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For examp le, in this particular sample problem, the takeoff distance information presen ted for a weight of 4000 pounds, pressure altitude of 4000 feet and a temper ature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 1920 Feet 3200 Feet These distances are well within the available takeoff field length. How ever, a correction for the effect of wind may be made based on Note 2 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots 10 Knots 10% = 12% Decrease This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1920 feet x 12%) Corrected ground roll Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (3200 feet x 12%) Corrected total distance to clear a 50-foot obstacle 1920 230 1690 Feet 3200 384 — 2816 Feet 11 September 1981 CESSNA MODEL T21ON SECTION 5 PERFORMANCE CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane’s performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter mined based on several considerations. These include the cruise perfor mance characteristics presented in figure 5-8, the range profile charts presented in figure 5-9, and the endurance profile charts presented in figure 5-10. The relationship between power and range is illustrated by the range profile charts. Considerable fuel savings and longer range result when lower power settings are used. For this sample problem, a cruise power of approximately 70% will be used. The cruise performance chart for 12,000 feet pressure altitude is entered using 20°C above standard temperature. These values most nearly correspond to the planned altitude and expected temperature conditions. The power setting chosen is 2300 RPM and 30 inches of manifold pressure which results in the following: Power True airspeed Cruise fuel flow 70% 169 Knots 91 PPH The power computer may be used to determine power and fuel consump tion more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-7 and 5-8. For this sample problem, the time, fuel, and distance to climb may be determined from figure 5-7 for a normal climb using the data for 4000 pounds. The difference between the values shown in the table for 4000 feet and 12,000 feet results in the following: Time Fuel Distance 15 Minutes 30 Pounds 30 Nautical Miles The above values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The 11 September 1981 Revision 1 16 December 1981 - 5-5 I SECTION 5 PERFORMANCE CESSNA MODEL T210N approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 7°C above standard temperature. due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: 16°C 10% 23% Increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature Increase due to non-standard temperature (30 23%) Corrected fuel to climb 30 7 37 Pounds Using a similar procedure for time and distance during a climb, the following results are obtained: Time to climb Distance to climb 18 Minutes 37 Nautical Miles The distances shown on the climb chart are for zero wind. A correction for the effect of wind may be made as follows: Distance with no wind 37 Decrease in distance due to wind (18/60 x10 knot headwind) 3 Corrected Distance to Climb 34 Nautical Miles The resultant cruise distance is: Total distance Climb distance Cruise distance 665 631 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 169 -10 159 Knots 11 September 1981 SECTION 5 PERFORMANCE CESSNA MODEL T21ON Therefore, the time required for the cruise portion of the trip is: 631 Nautical Miles 159 Knots — = 4.0 Hours The fuel required for cruise is: 4.0 hours x 91 pounds/hour = 364 Pounds A 45-minute reserve requires: 91 pounds/hour 68 Pounds The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Reserve Total fuel required 16 37 364 68 485 Pounds Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-11 presents landing distance information for the short field technique. The distances corres ponding to 3000 feet pressure altitude and a temperature of 30°C are as follows: Ground roll Total distance to clear a 50-foot obstacle 900 Feet 1705 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been demonstrated for this airplane with an outside air temperature 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations. 11 September 1981 5-7 SECTION 5 PERFORMANCE CESSNA MODEL T21ON AIRSPEED CALIBRATION NORMAL STATIC SOURCE 1 CONDITIONS: 4000 Pounds Power required for level flight or maximum power during descent. 0 FLAPS UP KIAS KCAS 60 60 80 80 100 99 120 119 140 139 160 158 180 177 200 196 60 60 70 70 80 80 90 90 100 99 120 119 140 138 160 158 0 60 63 70 72 80 81 90 91 100 100 110 110 120 120 130 130 C) 50 59 60 66 70 74 80 82 90 91 100 100 110 111 115 116 FLAPS 10° KIAS KCAS FLAPS 20° KIAS KCAS FLAPS 300 KIAS KCAS Figure 5-1. Airspeed Calibration (Sheet 1 of 2) 5-8 11 September 1981 SECTION 5 PERFORMANCE CESSNA MODEL T21ON AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE HEATER/VENTS AND WINDOWS CLOSED FLAPS UP NORMAL KIAS ALTERNATE KIAS 60 59 80 83 100 105 120 127 140 148 160 170 180 192 60 60 70 73 80 85 90 96 100 107 120 128 140 147 50 60 60 69 70 78 80 87 90 98 100 109 110 122 FLAPS 10° NORMAL KIAS ALTERNATE KIAS FLAPS 30° NORMAL KIAS ALTERNATE KIAS HEATER/VENTS OPEN AND WINDOWS CLOSED FLAPS UP NORMAL KIAS ALTERNATE KIAS 60 58 80 81 100 103 120 126 140 147 160 168 180 189 60 58 70 70 80 82 90 92 100 104 120 125 140 145 50 57 60 66 70 75 80 84 90 95 100 105 110 117 FLAPS 10° NORMAL KIAS ALTERNATE KIAS FLAPS 30° NORMAL KIAS ALTERNATE KIAS WINDOWS OPEN FLAPS UP NORMAL KIAS ALTERNATE KIAS 60 42 80 73 100 102 120 129 140 152 160 174 180 194 60 40 70 57 80 73 90 87 100 103 120 130 140 153 50 45 60 58 70 70 80 82 90 95 100 107 110 122 FLAPS 10° NORMAL KIAS ALTERNATE KIAS FLAPS 30° NORMAL KIAS ALTERNATE KIAS Figure 5-1. Airspeed Calibration (Sheet 2 of 2) 11 September 1981 5-9 SECTION 5 PERFORMANCE CESSNA MODEL T21ON TEMPERATURE CONVERSION CHART 120 I 100 - --- 80 60 H U ZIZ z 0 -40 -20 0 DEGREES 20 40 60 CELSIUS Figure 52. Temperature Conversion Chart 5-10 11 September 1981 SECTION 5 PERFORMANCE CESSNA MODEL T21ON STALL SPEEDS CONDITIONS: Power Off Gear Up or Down NOTES: 1. Altitude loss during a stall recovery may be as much as 300 feet from a wings-level stall and even greater from a turning stall. 2. KIAS values are approximate. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT LBS FLAP DEFLECTION 00 600 45° 30° KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 68 67 73 72 81 80 96 95 10° 62 63 67 68 74 75 88 89 20° 58 60 62 64 69 71 82 85 30° 55 58 59 62 65 69 78 82 4000 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT LBS FLAP DEFLECTION 00 60° 45° 30° KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 74 73 80 78 88 87 105 103 100 68 68 73 73 81 81 96 96 20° 63 64 68 69 75 76 89 91 30° 58 61 62 66 69 73 82 86 4000 Figure 5-3. 11 September 1981 Stall Speeds 5-11/(5-12 blank) SECTION 5 PERFORMANCE CESSNA MODEL T21ON WIND COMPONENTS NOTE: Maximum demonstrated crosswind velocity is 21 knots (not a limitation). 40 0 Lu C’) H 0 z H z Lu 0 0 0 Ci 0 z 0 z -J H 0 5 10 15 25 20 CROSSWIND COMPONENT - 30 KNOTS Figure 5-4. Wind Components 11 September 1981 5-13 I-. CD CD S C. CD CD 4000 WEIGHT LBS 72 78 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 1140 1215 1290 1375 1465 1565 1670 1785 1905 1885 1995 2115 2245 2380 2530 2695 2865 3055 1245 1325 1410 1505 1605 1710 1825 1950 2085 — 2065 2185 2320 2465 2620 2790 2970 3165 3380 1360 1445 1540 1645 1755 1870 2000 2140 2290 — 2265 2400 2555 2715 2890 3080 3285 3510 3755 1485 1580 1685 1795 1920 2050 2190 2345 2510 — Figure 5-5. Takeoff Distance (Sheet; of 2) — 2490 2650 2820 3000 3200 3420 3655 3915 4195 1620 1730 1845 1970 2100 2245 2405 2575 2760 — 2755 2930 3125 3340 3570 3820 4095 4400 4735 TAKEOFF 0°C 10°C 20°C 30°C 40°C SPEED PRESS KIAS ALT TOTAL TOTAL TOTAL TOTAL TOTAL FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR LIFT AT ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT CBS OFF 50 FT NOTES: 1. Short field technique as specified in Section 4. 2. Decrease distances 10% for each 10 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2.5 knots. 3. For operation on a dry, grass runway, increase distances by 15% of the “ground roll” figure. CONDITIONS: Flaps 10° ,— 2700 RPM,1Inches Hg, and Mixture Set at 186 PPH Prior to Brake Release. Cowl Flaps Open Paved, Level, Dry Runway Zero Wind SHORT FIEjp] MAXIMUM WEIGHT 4000 LBS TAKEOFF DISTANCE cZ Li0 0 z 0 I I. CD 0 CD CD Ct CD U) 69 66 3400 OFF j7 72 75 50 FT KIAS 3700 WEIGHT TAKEOFF SPEED PRESS 0°C 10°C 20°C 1855 1965 2085 2215 2355 2505 1290 1365 1440 1525 1615 1715 1815 1930 2050 1145 1215 1300 1385 1480 1580 780 830 885 940 1000 1070 1140 1215 1300 3000 4000 5000 6000 7000 8000 2155 2290 2435 2590 2760 1330 1420 1515 1615 1725 1405 1485 1570 1665 1765 1870 1985 2110 2245 2030 1245 850 905 965 1025 1095 1165 1245 1325 1415 1705 1805 1915 1035 1100 1170 30°C 925 985 1050 1120 1190 1270 1355 1450 1550 1530 1620 1715 1820 1930 2050 2180 2315 2465 1010 1075 1145 1220 1300 1390 1480 1585 1695 1670 1770 1875 1990 2115 2250 2390 2550 2715 2605 2775 2955 3155 3370 1585 1695 1810 1935 2070 2365 2515 2675 2855 3045 2300 2445 1395 1485 2095 2225 1275 1360 1450 1550 1655 1770 1890 2045 2170 1230 1310 1865 1975 1125 1200 Figure 5-5. Takeoff Distance (Sheet 2 of 2) 1565 1655 1750 950 1010 1075 SL. 1000 2000 3000 4000 5000 6000 7000 8000 — 40°C 1100 1170 1250 1330 1420 1515 1620 1730 1855 1735 1855 1980 2120 2270 1625 1340 1430 1525 1830 1940 2060 2185 2325 2475 2635 2815 3005 2880 3070 3280 3510 3755 2700 2245 2385 2535 TOTAL TOTAL TOTAL TOTAL TOTAL GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS — S.L. 1000 2000 ALT FT I SHORT FIELDI 3700 LBS AND 3400 LBS TAKEOFF DISTANCE REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES. n zo tj ocuJ Ci I c1J 0Li hlCi) SECTION 5 PERFORMANCE CESSNA MODEL T21ON MAXIMUM RATE OF CLIMB C, CONDITIONS: Flaps Up Gear Up 2600 RPM Cowl Flaps Open PRESS ALT MP PPH S.L. to 17,000 18,000 20,000 22,000 24,000 35 34 32 30 28 162 156 144 132 120 0 0 WEIGHT LBS PRESS ALT FT CLIMB SPEED KIAS -20°C 0°C 20°C 40°C 4000 S.L. 4000 8000 12,000 16,000 20,000 24,000 100 100 100 100 100 99 97 1170 1080 980 870 740 485 190 1035 940 840 730 605 355 70 895 800 695 590 470 755 655 555 - - - - S.L. 4000 8000 12,000 16,000 20,000 24,000 99 99 99 99 99 97 95 1310 1215 1115 1000 865 600 295 1165 1070 965 855 730 470 170 1020 925 815 710 590 S.L. 4000 8000 12,000 16,000 20,000 24,000 97 97 97 97 97 96 94 1465 1370 1265 1150 1010 730 405 1320 1220 1110 995 865 595 275 1165 1065 955 845 725 3700 3400 RATE OF CLIMB FPM - - - - - - - - - - - - - - - 0 875 775 670 - - - - - - - - - - - - - - - - - - 1015 910 795 - - - - - - - - - - - - Figure 5-6. Maximum Rate of Climb 5-16 0 11 September 1981 0 SECTION 5 PERFORMANCE CESSNA MODEL T210N TIME, FUEL, AND DISTANCE TO CLIMB [MAXIMUM RATE OF CUiI CONDITIONS: Flaps Up Gear Up 2600 RPM Cowl Flaps Open Standard Temperature PRESS ALT S.L. to 17,000 18,000 20,000 22,000 24,000 PPH 162 156 144 132 120 MP 35 34 32 30 28 NOTES: Add 16 pounds of fuel for engine start, taxi and takeoff allowance. 1. Increase time, fuel and distance by 10% for each 10°C above standard temperature. 2. Distances shown are based on zero wind. 3. WEIGHT LBS PRESS CLIMB RATE OF CLIMB FROM SEA LEVEL TIME MIN FUEL USED POUNDS DISTANCE NM S.L. 4000 8000 12,000 16,000 20,000 24,000 100 100 100 100 100 99 97 930 890 845 799 720 515 270 0 4 9 14 1-9 26 37 0 12 24 38 52 69 92 0 7 16 25 3700 S.L. 4000 8000 12,000 16,000 20,000 24,000 99 99 99 99 99 97 95 1060 1020 975 915 845 630 370 0 4 8 12 17 22 30 0 10 21 33 45 59 77 0 6 13 21 30 42 60 3400 S.L. 4000 8000 12,000 16,000 20,000 24,000 97 97 97 97 97 96 94 1205 1165 1120 1060 985 760 485 0 3 7 11 15 19 26 0 9 19 29 39 51 65 0 5 12 18 26 36 50 4000 50 74 Figure 5-7. Time, Fuel, and Distance to Climb (Sheet 1 of 2) 11 September 1981 5-17 SECTION 5 PERFORMANCE CESSNA MODEL T21ON TIME, FUEL, AND DISTANCE TO CLIMB U NORMAL CLIMB-liD KIASI CONDITIONS: Flaps Up Gear Up 2500 RPM 30 Inches Hg 720 PPH Fuel Flow Cowl Flaps Open Standard Temperature 0 NOTES: 1. Add 16 pounds of fuel for engine start, taxi and takeoff allowance. 2. Increase time, fuel and distance by 10% for each 7°C above standard temperature. 3. Distances shown are based on zero wind. WEIGHT LBS 4000 PRESS ALT FT RATE OF CLIMB FPM FROM SEA LEVEL TIME MIN FUEL USED POUNDS DISTANCE NM 4000 8000 12,000 16,000 20,000 605 570 530 485 430 365 0 7 14 22 31 41 0 14 28 44 62 82 0 13 27 43 63 87 3700 S.L. 4000 8000 12,000 16,000 20,000 700 665 625 580 525 460 0 6 12 19 26 34 0 12 24 37 52 68 0 11 23 37 53 72 3400 S.L. 4000 8000 12,000 16,000 20,000 810 775 735 690 635 565 0 5 10 16 22 29 0 10 21 32 44 57 0 9 20 31 45 61 S.L. Figure 5-7. Time, Fuel, and Distance to Climb (Sheet 2 of 2) 5-18 0 11 September 1981 0 U SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 2000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. 20°C BELOW STANDARD TEMP -9°C RPM MP 2500 30 28 26 24 22 BHP KTAS PPH STANDARD TEMPERATURE 11°C BHP KTAS PPH 20°CABOVE STANDARD TEMP 31°C BHP KTAS PPH \ - 157 78 “ 71 \151 64 145 57 136 102 93 84 75 80 74 67 60 53 162 157 151 143 134 105 96 88 80 72 75 69 63 57 50 161 156 149 141 131 99 91 83 75 68 - 2400 30 28 26 24 22 80 74 67 60 54 158 153 147 141 132 105 96 88 80 72 76 69 63 57 51 158 153 146 139 130 99 91 83 75 68 71 65 59 53 48 158 152 144 136 127 93 86 78 71 65 2300 30 28 26 24 22 76 70 64 58 52 155 150 145 138 129 99 92 84 77 69 71 66 61 55 49 155 150 144 136 ‘127 94 87 80 73 66 67 62 57 51 46 154 148 141 133 124 88 82 76 69 62 2200 30 28 26 24 22 72 66 60 54 48 152. 147 141 133 125 95 87 79 72 66 68 62 57 51 46 152 146 13’ 131 122 89 82 75 69 62 64 59 53 48 43 150 143 136 128 118 84 78 71 65 59 Figure 5-8. 11 September 1981 Cruise Performance (Sheet 1 of 12) 5-19 r _k jIc .4 , i . SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 4000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. 0 20°C BELOW STANDARD TEMP -13°C STANDARD TEMPERATURE 7°C RPM MP 2500 30 28 26 24 22 79 72 65 58 160 155 149 140 103 95 \86 77 30 28 26 24 22 80 74 68 61 55 161 156 151 144 136 105 97 89 81 73 2300 30 28 26 24 22 77 71 65 59 52 158 154 148 141 132 2200 30 28 26 24 22 73 67 61 55 49 2400 BHP // KTAS /44 /136 127 / KIAS PPH 81 74 68 62 55 166 160 155 147 138 106 97 90 76 KTAS PPH 73 76 70 64 58 51 165 159 152 144 135 100 91 84 77 69 16/ 156 150 142 133 99 92 84 77 70 71 66 60 54 49 160 155 147 139 130 93 86 79 73 66 100 / 72 67 93j 8$’ 61 ,18 55 49 /70 158 153 147 139 130 95 88 81 74 67 68 63 58 52 46 157 151 144 136 127 89 83 76 70 63 68 63 57 52 46 155 149 141 133 125 90 83 76 70 63 64 59 54 49 44 153 146 138 130 121 84 78 72 66 60 \ 155/ i7 PPH 20°C ABOVE STANDARD TEMP 27°C 95 88 80 73 67 BHP \7o 64 58 52 81 / BHP I / S Figure 5-8. 5-20 Cruise Performance (Sheet 2 of 12) 11 September 1981 0 0 0 0 SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 6000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. 20°C BELOW STANDARD TEMP -17°C STANDARD TEMPERATURE 3°C RPM MP 2500 30 28 26 24 22 79 73 67 59 164 159 152 144 104 96 88 79 30 28 26 24 22 81 75 69 62 56 165 160 154 147 139 106 98 2300 30 28 26 24 22 77 72 66 60 53 162 157 152 144 135 101 94 87 79 72 2200 30 28 26 24 22 73 158 68 13 62 i147 56 139 50/ 130 96 89 82 75 68 2400 BHP KTAS PPH - - - 90. 82 75 KTAS PPH 81 75 69 63 56 169 164 158 151 141 107 98 91 83 75 76 71 65 59 ,3 165 160 153 145 137 BHP 73\ 162 \156 68 t’o 62 14 56 133 50 69 64 58 53 47 158 152 144 137 128 20°C ABOVE STANDARD TEMP 23°C KTAS PPH 76 70 65 59 53 168 162 156 148 138 100 92 85 78 71 100 93 85 78 71 72 66 61 55 50 164 158 150 142 134 94 87 80 74 67 96 89 82 75 68 69 64 58 53 47 160 154 147 139 129 90 84 77 71 64 ‘Q0 8\ 77\ 71 64 65 60 55 50 156 149 141 133 124 85 79 73 67 61 BHP I Figure 5-8. Cruise Performance (Sheet 3 of 12) 11 September 1981 5-21 £ /— SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 8000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. C 20°C BELOW STANDARD TEMP -21°C RPM MP 2500 30 28 26 24 22 KTAS PPH 80 74 68 60 16? 162 156 147 105 9? 89 80 30 28 26 24 22 81 75 69 63 57 168 163 158 150 142 106 99 91 83 76 30 28 26 24 22 78 72 67 60 54 30 28 26 24 22 73 68 63 57 51 STANDARD TEMPERATURE -1°C KTAS PPH 81 75 70 64 57 172 167 161 154 144 107 99 91 84 76 76 71 ‘65: 54 168 163 156 148 140 102/ 165 9 161 ,7 155 /80 147 72 138/ 73 68 63 57 51 165 160, 153 145 136 i6 69 64 59 54 48 161 155 147 139 130 --- BHP 2300 2200 6 /150 / 142 133 Figure 5-8. 5-22 96 89 82 75 69 KTAS PPH 76 71 65 60 53 171 165 159 151 141 100 93 86 79 72 100 93 86 79 72 72 67 61 56 51 166 160 153 145 136 94 87 81 74 68 96 90 83 76 69 64 59 54 48 163 157 150 142 132 90 84 78 72 65 65 60 55 50 ‘-45 158 152 144 136 126 86 80 74 68 62 BHP / \ 2400 20°C ABOVE STANDARD TEMP 19°C . \ \69 9\ 85\ 78 72 65 Cruise Performance (Sheet 4 of 12) 11 September 1981 SECTION 5 PERFORMANCE CESSNA MODEL T2ON CRUISE PERFORMANCE PRESSURE ALTITUDE 10,000 FEET I CONDITIONS: 400CPounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op etate at 6 PPH leaner than shown in this chart or at peak EGT. 20°C BELOW STANDARD TEMP -25°C KTAS PPH 80 75’ 69 62 170 166 159 151 105 98 90 81 30 28 26 24 22 81 76 70 64 58 171 167 161 154 146 107 99 92 84 77 2300 30 28 26 24 22 78 73 67 61 55 169 164 158 15Q.’ 144’ 2200 30 28 26 74 69 RPM MP 2500 30 28 26 24 22 2400 BHP 1Q ,ë6 88 81 73 20°C ABOVE STANDARD TEMP - 15°C STANDARD TEMPERATURE -5°C KTAS PPH 76 71 66 61 55 175 168 162 154 145 100 93 87 80 73 101 94 87 80 73 72 67 62 57 51 170 163 156 148 140 94 88 82 75 69 169 163 156 -148 19 97 90 84 77 70 69 65 60 54 49 166 160 153 145 135 91 85 79 73 66 70 65 60 164 158 151 92 \85 7 73’66 66 61 56 161 155 147 86 81 75 51 46 139 129 69 63 KTAS PPH 81 76 71 65 58 176 170 165 157 148 107 99 92 85 77 77 71 66 60 :55 771 166 159 151 143 74 69.. 64 58 52 BHP I s/ /165 160 153 97 90 84 24 , 145 77 54 143 22 /52 136 70 49 133 -. : Figure 5-8. 11 September 1981 Cruise Performance (Sheet 5 of 12) 5-23 SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 12,000 FEET CON Dl TI ONS 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or lea, op erate at 6 PPH leaner than shown in this chart or at peak EGT. C 20°C BELOW STANDARD TEMP -29°C RPM MP 2500 30 28 26 24 22 -- 80 75 69 62 174 169 162 153 2400 30 28 26 24 22 81 76 70 65 59 2300 30 28 26 24 22 79 73 68 62 56 2200 28 26 24 22 2Q’ 69/ BHP /58 52 46 KTAS PPH STANDARD TEMPERATURE -9°C BHP KTAS 20°C ABOVE STANDARD TEMP 11°C PPH BHP KTAS PPH 105 98 90 82 81 76 71 65 59 179 173 167 160 151 107 99 93 85 ./ 78 76 71 66 61 55 177 171 165 157 147 100 93 87 81 73 175 170 164 157 149 107 99 92 85 78 77 71 66 61 55 174 169 162 154 146 101 94 87 80 74 72 67 62 57 52 172 166 159 151 142 94 88 82 76 70 172 167 161 i53’ )44 1Q3 96 89 82 74 74 69 64 58 53 172 166 159 150 141 97 91 84 77 71 70 65 60 55 49 169 163 155 147 137 91 85 79 73 67 163 156 148 139 128 91 84 77 70 63 65 60 55 49 44 16’b 153 145 136 124 86 80 73 67 60 61 57 52 46 41 157 150 142 131 118 81 75 70 63 57 \ —_ Figure 5-8. Cruise Performance (Sheet 6 of 12) 5-24 11 September 1981 C 0 0 Lt7f’t7 SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 14,000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. STANDARD TEMPERATURE -13°C 20°C BELOW STANDARD TEMP -33°C RPM MP 2500 30 28 26 24 22 2400 2300 2200 KTAS PPH 76 71 67 62 56 180 174 16? 160 150 100 93 88 81 74 101 94 88 81 75 72 67 63 58 53 175 168 161 154 145 95 89 83 77 71 144 98 92 85 78 72 70 66 61 55 50 172 166 158 150 140 92 86 80 74 68 164 157 149 138 126 87 \81 14 68\ 61 62 5? 52 47 42 160 153 144 133 120 82 76 70 64 58 KTAS KTAS PPH 70 63 177 172 165 157 105 99 91 83 81 76 71 66 59 182 176 170 163 154 107 99 93 86 78 30 28 26 24 22 82 76 71 65 60 178 173 167 160 152 107 100 93 86 79, 77 72 67 61 56 178 171 165 157 149 30 28 26 24 22 79 74 68 63 57 176 171 164 156 147 ‘74 70. 65 59 53 175 169 162 66 61 56 50 45 28 26 24 22 20 BHP - - BHP - \ 80 75 70 65 59 53 47 104 97 /90 / 83 75 / 16W’ 15 1’42 131 92 85 78 71 64 ‘ 200C ABOVE STANDARD TEMP 7°C BHP N /1 Figure 5-8. 11 September 1981 Cruise Performance (Sheet 7 of 12) 5-25 SECTION 5 PERFORMANCE CESSNA MODEL T210N CRUISE PERFORMANCE PRESSURE ALTITUDE 16,000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. 0 20°C BELOW STANDARD TEMP -37°C RPM MP 2500 30 28 26 24 22 BHP KTAS STANDARD TEMPERATURE -17°C PPH BHP KTAS PPH 20°C ABOVE STANDARD TEMP 3°C BHP KTAS PPH 185 179 173 166 15/ 106 99 93 86 79 76 71 67 62 56 183 176 170 162 153 100 93 88 81 74 72 67 63 58 53 177 171 164 156 147 94 88 83 77 71 80 75 70 63 180 175 168 159 105 99 91 83 81 76 71 66 60 30 28 26 24 22 81 76 71 66 60 182 176 170 163 155 107 100 93 86 79 77 72 67 62 57 180 174 167 160 152 101 94 88 81 75 2300 30 28 26 24 22 79 74 69 63 57 179 174 167. 159 150 103 97 90 83 76 74 70 65 59 54 ‘177 171 164 156 147 97 92 85 79 72 70 66 61 56 51 174 168 161 153 142 91 86 80 74 68 2200 28 26 24 22 20 70 65 60 54 48 169 162 154 145 134 92 86 79 72 65 66 62 56 51 45 166 160 151 141 129 87 81 75 68 62 62 58 53 48 42 163 156 147 135 122 82 77 71 65 59 2400 - - / Figure 5-8. Cruise Performance (Sheet 8 of 12) 5-26 11 September 1981 0 0 0 A -‘ SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 18,000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. RPM MP 2500 30 BHP TEMPERATURE -21°C PPH KTAS 20°C ABOVE STANDARD TEMP -1°C STANDARD 20°C BELOW STANDARD TEMP -41°C BHP KTAS PPH BHP KTAS PPH 81 188 106 76 185 100 28 26 24 22 80 75 70 63 184 178 171 162 105 99 91 84 76 71 66 60 182 176 168 159 99 93 86 79 71 67 62 56 178 172 164 155 93 88 81 75 2400 30 28 26 24 22 81 76 71 66 61 185 179 172 165 158 107 100 93 87 80-, 77 72 67 62 ,-7 183 177 170 163 155 101 94 88 82 76 72 67 63 58 54 180 173 166 159 150 94 88 83 77 72 2300 30 28 26 24 22 79 74 69 64 58 182 176 170 162 154 103, 97’ 91 • 84 77 ‘74 O 6. 60 55 180 174 167 159 “150 97 91 86 79 73 70 65 61 56 51 176 170 163 155 145 91 86 81 75 65 26 24 22 20 66 61 55 49 166/ 15 148 /36 87 80 73 66 62 57 51 46 82 76 154\ 69 144 \63 131 58 54 48 43 159 150 138 124 77 72 66 59 2200 - - - - - / Figure 5-8. 11 September 1981 - - / - - \ Cruise Performance (Sheet 9 of 12) 5-27 SECTION 5 PERFORMANCE A CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 20,000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. 20°C BELOW STANDARD TEMP -45°C RPM 2500 MP 30 28 26 24 22 BHP KTAS PPH BHP KTAS PPH 20°C ABOVE STANDARD TEMP -5°C KTAS PPH 76 ,-71 66 62 56 188 181 174 166 156 99 93 87 $1 75 BHP 80 75 70 64 186 180 173 164 105 98 91 84 80 75 71 66 60 106 700 93 87 81 76 72 67 62 57 186 179 172 165 157 100 94 88 82 76 72 67 63 58 54 182 175 168 160 151 94 88 83 77 72 97 ,fi1 / 84 78 69 65 60 55 776 170 162 153 91 86 80 74 65 61 57 52 172 766 157 147 86 81 75 70 81 74 67 58 52 46 157 146 133 ‘76 O 63’\ 54 49 44 152 139 125 72 66 60 - STANDARD TEMPERATURE -25°C - 2400 30 28 26 24 22 87 76 71 66 61 188 182 175 168 160 2300 28 26 24 22 74 69 64 59 179 172 765 157/ 2200 24 22 20 61 55 /14’ 157 738 191 184 178 170 161 105 99 93 , 86’ 79 / Figure 5-8. 5-28 Cruise Performance (Sheet 10 of 12) 11 September 1981 0 0 0 0 I& J7;”’ /— SECTION 5 PERFORMANCE CESSNA MODEL T21ON CRUISE PERFORMANCE PRESSURE ALTITUDE 22,000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. KTAS 183 178 170 161 152 93 88 82 77 72 172 165 156 145 86 80 75 69 61 57 53 48 168 160 149 138 81 76 71 65 159 148 135 77 70 64 54 49 44 153 141 127 73 67 61 187 181 174 166 158 91 85 79 73 65 61 56 51 81 74 67 58 52 47 2400 30 28 26 24 22 80 76 71 66 61 189 184 177 170 16/ 2300 26 24 22 20 69 /75 65 168 160 5W’ 151 V4 - 22i 71 67 62 58 54 75 71 67 62 57 104 98 91 83 - 163 153 141 99 93 87 82 76 105 99 ;93 86. 80 189 182 175 166 “61 56 50 98 92 87 81 74 104 98 92 86 79 80 75 69 63 / 189 183 176 167 157 193 186 180 172 162 30 28 26 24 22 24 22 75 70 66 61 56 80 75 70 65 59 2500 2200 PPH PPH MP ‘ KTAS KTAS PPH RPM BHP 20°C ABOVE STANDARD TEMP -9°C STANDARD TEMPERATURE -29°C 20°C BELOW STANDARD TEMP -49°C BHP BHP \ \ Figure 5-8. Cruise Performance (Sheet 11 of 12) 11 September 1981 5-29 4 SECTION 5 PERFORMANCE CESSNA MODEL T2LON CRUISE PERFORMANCE PRESSURE ALTITUDE 24,000 FEET CONDITIONS: 4000 Pounds Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 70% power or less, op erate at 6 PPH leaner than shown in this chart or at peak EGT. 0 20°C BELOW STANDARD TEMP -53°C RPM MP 2500 28 26 24 22 2400 STANDARD TEMPERATURE -33°C KTAS PPH 79 74 68 62 191 784 176 167 104 97 90 82 74 70 64 59 188 181 173 163 98” 91 85 78 28 26 24 22 75 70 65 60 186 179 771 163 99 92 183 176 167 93 87 79 J1 j’ 61 57 2300 26 24 22 20 69 65 60 55 177 177 163 154 91 85 79 74 65 61 57 52 2200 22 20 56, 50’ 754 142 74 68 52 47 BHP 85 BHP KTAS 20°C ABOVE STANDARD TEMP -13°C KTAS PPH 70 65 60 55 185 177 168 156 92 86 80 74 75 66 62 57 53 179 171 162 151 87 82 76 71 174 167 158 148 86 81 75 70. 61 57 53 49 169 161 151 141 81 76 71 66 149 136 70 64 49 \44 141 127 66 61 158 PPH 81 BHP : \ Figure 5-8. Cruise Performance (Sheet 12 of 12) 5-30 11 September 1981 0 0 SECTION 5 PERFORMANCE CESSNA MODEL T210N RANGE PROFILE 45 MINUTES RESERVE 384 LBS. USABLE FUEL CONDITIONS: 4000 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTE: This chart allows for the fuel used for engine start, taxi, takeoff and climb and the distance during a normal climb up to 20,000 feet and maximum climb above 20,000 feet. 24,000 W ffl2143 I— Lu Lu Lu U D I— I— -J J4 KTAS____ 193 1XKTAS1IKTAS KTASII - 20,000 I - ‘ - - 16,000 139 KTAS 157 KTAS 184 111172 KTAS11IKTAS 4 -biH 134 149 12,000 1fl162 I 8000 - - J_ KTAS f/ KTAS JJJ 1/ I j - KTAS - KTAS - JL LJL j U 0 4000 - Q 151 159 1bKTAS KTAS S.L. 400 450 RANGE 500 - 127 KTAS — - KTAS 550 LO 600 650 NAUTICAL MILES Figure 5-9. Range Profile (Sheet 1 of 2) 11 September 1981 5-31 SECTION 5 PERFORMANCE CESSNA MODEL T21ON RANGE PROFILE 45 MINUTES RESERVE 522 LBS. USABLE FUEL CONDITIONS: 4000 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind 0 NOTE: This chart allows for the fuel used for engine start, taxi, takeoff and climb and the distance during a normal climb up to 20,000 feet and maximum climb above 20,000 feet. C C 24,000 H--193 4-4182 KTAS KTAS 20,000 - - U U LL U 0 D I— I— -J 16,000 143 KTAS - - JT I— 165 KTAS - I t184 1r172 KTASKTAS+ - 157 KIAS i 139 KTAS - - - - 0 I 12,000 8000 0 4000 —- 159 tKTAS S.L. 600 650 jf; 27 KTAS 700 RANGE 750 - 800 850 900 950 NAUTICAL MILES Figure 5-9. Range Profile (Sheet 2 of 2) 5-32 11 September 1981 0 SECTIOi’ PERFORMANCE CESSNA MODEL T210N ENDURANCE PROFILE 45 MINUTES RESERVE 384 LBS. USABLE FUEL CONDITIONS: 4000 Pounds Recommended Lean Mixture for Cruise Standard Temperature NOTE: This chart allows for the fuel used for engine start, taxi, takeoff and climb and the time during a normal climb up to 20,000 feet and maximum climb above 20,000 feet. 24,000 H 20,000 -- rn ---- I— Lu Lu LI.. Lu F I] 16,000 1fL- 12,000 D H H -J - HH 8000 _ i tI -- - w--.w-- -3 -0-0 - 4000 D.. t_ OO S. L. 1 3- --3-- - 0- ? O 4 3 ENDURANCE - - - 0 ]:LE 2 - 0---0-- - H 5 6 HOURS Figure 5-10. Endurance Profile (Sheet 1 of 2) 11 September 1981 5-33 SECTION 5 PERFORMANCE CESSNA MODEL T210N ENDURANCE PROFILE 45 MINUTES RESERVE 522 LBS. USABLE FUEL ID CONDITIONS: 4000 Pounds Recommended Lean Mixture for Cruise Standard Temperature NOTE: This chart allows for the fuel used for engine start, taxi, takeoff and climb and the time during a normal climb up to 20,000 feet and maximum climb above 20,000 feet. 0 0 24,000---------------------- \---- 20,000 I— U U U O D I— H -J 16,000t’ ti!1 l2OOO---b------J--L 8000 4000 HH :::+: 0 S.L. 3 4 5 ENDURANCE 6 - 7 8 HOURS Figure 5-10. Endurance Profile (Sheet 2 of 2) 5-34 0 11 September 1981 0’ CD 01 01 01 I. CD I-. CD CD CD a) 3800 WEIGHT LBS 74 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 725 750 780 870 840 870 905 940 975 — 1440 1480 1525 1565 1615 1660 1710 1765 1815 1480 1520 1565 1610 1660 1710 1765 1815 1870 780 805 835 870 900 935 970 1010 1050 1520 1560 1605 1660 1705 1755 1810 1870 1930 Figure 5-11. Landing Distance 750 780 810 840 870 905 940 975 1010 805 835 865 900 930 965 1005 1045 1085 1560 1605 1650 1705 1750 1805 1860 1920 1980 830 860 895 930 965 1000 1035 1075 1720 — 1600 1645 1695 1750 1800 1855 1910 1970 2035 40°C 30°C 20°C 10°C 0°C SPEED PRESS AT ALT TOTAL TOTAL TOTAL TOTAL TOTAL 50 FT FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR KIAS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS NOTES: 1. Short field technique as specified in Section 4. 2. Decrease distances 10% for each 10 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2.5 knots. 3. For operation on a dry, grass runway, increase distances by 40% of the “ground roll” figure. 4. If a landing with flaps up is necessary, increase the approach speed by 14 KIAS and allow for 35% longer distances. CONDITIONS: Flaps 30° Power Off Maximum Braking Paved, Level, Dry Runway Zero Wind ISHORT FIELD I LANDING DISTANCE oZ oc’) I ci) ( C 0 0 0 0 0 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T21ON SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST TABLE OF CONTENTS Page Introduction Airplane Weighing Procedures Weight And Balance Baggage Tie-Down Equipment List . 11 September 1981 . • • • • • . • . • 6-3 6-3 6-6 6-6 6-15 6-1!(6-2 blank) a 0 0 0 0 0 C CESSNA MODEL T21ON SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST INTRODUCTION ( This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. A comprehensive list of all Cessna equip ment available for this airplane is included at the hack of this section. It should be noted that specific information regarding the weight, arm, moment and installed equipment for this airplane as delivered from the factory can only be found in the plastic envelope carried in the back of this handbook. It is the responsibility of the pilot to ensure that the airplane is loaded properly. AIRPLANE WEIGHING PROCEDURES 1. 2. 3. 7 Q 4. 5. 6. Preparation: a. Inflate tires to recommended operating pressures. b. Remove the fuel tank sump quick-drain fittings and use sampler cup at quick-drain valve in reservoir to drain all fuel. c. Service engine Oil as required to obtain a normal full indica tion (ten quarts on dipstick). d. Move sliding seats to the most forward position. e. Raise flaps to the fully retracted position. f. Place all control surfaces in neutral position. Leveling: a. Place scales under each wheel (minimum scale capacity, 1000 pounds). h. Deflate the nose tire and! or lower or raise the nose strut to properly center the bubble in the level (see figure 6-1). Weighing: a. With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading. Measuring: a. Obtain measurement A by measuring horizontally (along the airplane center line) from a line stretched between the main wheel centers to a plumb bob dropped from the firewall. b. Obtain measurement B by measuring horizontally and paral lel to the airplane center line, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat on right side and average the measure ments. Using weights from item 3 and measurements from item 4, the airplane weight and C.G. can be determined. Basic Empty Weight may be determined by completing figure 6-1. 11 September 1981 6-3 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T21ON Datum (Firewall, Front Face, Lower Portion) 0 Level on Leveling Screws )Left Side of Tailcone) N 0 L&R C Scale Position Tare Scale Reading Symbol Left Wheel L Right Wheel R Nose Wheel N Sum of Net Weights (As Weighed) w X=ARM(A)-)N)x(B);X=( )- ( Net Weight 0 )=( )x( )IN. W Item Weight (Lbs.) Airplane Weight IFrom Item 5, Page 6-3) Add: Unusable Fuel (3 Gal at 6 Lbs/Gal) 78 X C.G. Arm (In.) = 1 38.0 Moment/i 000 (Lbs.-ln.) 0 0.7 Equipment Changes 0 Airplane Basic Empty Weight Figure 6-1. Sample Airplane Weighing 6-4 11 September 1981 Cii I I-. CD CD CD C. CD CI) DATE In Out ITEM NO. AIRPLANE MODEL As Delivered Wt. (lb.) Arm (In.) Moment /1000 Wt. (lb.) Arm (In.) REMOVED Figure 6-2. Sample Weight and Balance Record OF ARTICLE OR MODIFICATION DESCRIPTION ADDED )+) WEIGHT CHANGE SERIAL NUMBER (Continuous History of Changes in Structure or Equipment Affecting Weight and Balance) 0 Moment /1000 Wt. (lb.) Moment /1000 RUNNING BASIC EMPTY WEIGHT PAGE NUMBER SAMPLE WEIGHT AND BALANCE RECORD 0 EncXj zo H I-do ti z H En hlCJ) 0Li SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T21ON WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure weight and balance, use the Sample Loading Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane, and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem. NOTE In addition to the basic empty weight and moment noted on these records, the C.G. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by 1000 and this value used as the moment! 1000 on the loading problem. Use the Loading Graph to determine the moment! 1000 for each additional item to be carried, then list these on the loading problem. NOTE Loading Graph information for the pilot, passengers and baggage is based on seats positioned for average occu pants and baggage loaded in the center of the baggage areas as shown on the Loading Arrangements diagram. For loadings which may differ from these, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft C.G. range limitation (seat travel or baggage area limitation). Additional moment calculations, based on the actual weight and C.G. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph. Total the weights and moments/ 1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. BAGGAGE TIE-DOWN A nylon baggage net having six tie-down straps is provided to secure baggage in the area aft of the wheel well and on the backs of the fifth and sixth seats when they are used for stowing baggage. 6-6 11 September 1981 () CESSNA MODEL T210N SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST When using the baggage net to secure baggage stowed aft of the wheel well, only four of the net tie-down straps are usually used. They are fastened to the two tie-down rings located on the forward edge of the wheel well and two rings at the bottom edge of the rear cabin window. If the fifth and sixth seats are not occupied, the seat backs may be folded forward to create more baggage area. If this area is used, all six tie-down straps must be used. Tie the front straps of the net to the front legs of the fifth and sixth seats and the remaining four straps to the tie-down rings provided. Weight and balance calculations for baggage forward of the wheel well and stowed on the backs of the fifth and sixth seats can be figured on the AFT PASSENGERS line of the Loading Graph. Note that the baggage load in this area is limited to 120 pounds. Separate lines are provided for computing weight and balance of baggage in the baggage areas on and aft of the wheel well. The baggage load on the wheel well is limited to 50 pounds. The baggage load aft of the wheel well is limited to 200 pounds. The maximum allowable combined weight capacity for baggage on and aft of the wheel well is 200 pounds. The maximum allowable combined weight capacity forward, on and aft of the wheel well is 240 pounds. it September 1981 6-7 cD CD CD CD (I) Pilot or passenger center of gravity on adjustable seats positioned for average occu pant. Numbers in parentheses indicate forward and aft limits of occupant center of gravity range. — **117_ 101 (61—77) 37 (34-46) * C.G. ARM WHEEL WELL AFT PASS. Go t-) Figure 6-3. Loading Arrangements BAGGAGE 2. The aft baggage wall (approxi *138 mate station 152) can be used as a convenient interior refer 152 ence point for determining the location of baggage area fuse 6 OCCUPANTS lage station. AND AFT BAGGAGE NOTES: 1. TheusablefuelC.G. arm is located at station 43. 0. **Baggage area center of gravity. * LOADING ARRANGEM ENTS AJIIJ 117 101 — — WHEEL WELL ON AFT SEA BAGGAGE 0 4 OCCUPANTS BAGGAGE ON AFT SEAT AND AFT BAGGAGE 152 **138_ BAGGAGE ** ** (61-77) 71Lit 7 (34-46) C.G. ARM 0 HcD 0 C HZ HcJ 1JU2 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T2WN CABIN HEIGHT MEASUREMENTS DOOR OPENING DIMENSIONS CABIN DOOR BAGGAGE DOOR WIDTH (TOP) WIDTH (BOTTOM) HEIGHT (FRONT) HEIGHT (REAR) 31’ 19” 36” 28W’ 40” 8%’ 38V’ 14%’ = WIDTH • LWR WINDOW LINE * CABIN FLOOR CABIN WIDTH MEASUREMENTS CABIN STATIONS (C.G. ARMS) Figure 6-4. 11 September 1981 Internal Cabin Dimensions 6-9 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T210N SAMPLE SAMPLE MRPLANE LOADING PROBLEM 1. Basic Empty Weight (Use the data pertaining to your airplane as it is presently equipped. Includes unusable fuel and full oil) 2. Usable Fuel (At 6 Lbs/Gal.) Standard Tanks (87 Gal. Maximum) Reduced Fuel (64 Gal.) . Weight °b’ Weight (lbs.) (lbs.) /1000) . 2362 99.5 522 22.4 3. Pilot and Front Passenger (Station 34 to 46) 340 72.6 4. Center Passengers (Station 61 to 77) 340 24.1 340 34.3 112 15.5 4016 208.4 5. Aft Passengers 6. Baggage Forward of wheel well on folded down aft seat (Station 89 to 710) (720 lbs. max.) 7. Baggage On wheel well (Station 110 to 724) (50 lbs. max.) 8. Baggage Aft of wheel well (Station 124 to 152) (200 lbs. max.) 9. RAMP WEIGHT AND MOMENT 2536,8 /1000) (o ( .1— - - - 10. Fuel allowance for engine start, taxi and runup 11. TAKEOFF WEIGHT AND MOMENT (Subtract step 10 from step 9) 72. YOUR MRPLANE -16 - .7 4000 207.7 Locate this point (4000 at 207.7) on the Center of Gravity Moment Envelope. Since this loading falls within the shaded area of the moment envelope, proceed with steps 13, 14 and 15. If the computed loading point falls w thin the clear area of the moment envelope, no further steps are required and the loading is assumed satisfactory for take off and landing provided that flight time is allowed for fuel burn-off to a maximum of 3800 pounds before landing. 13. Estimated Fuel Burn-Off (Climb and Cruise) (38 gallons at 6 lbs/gal.) 1’ 14. Subtract step 13 from step 11 for estimated airplane landing weight j3772 15. Locate this point (3772 at 197.9)on the Center of Gravity Moment Envelope. Since this point falls within the overall envelope, the loading may be assumed acceptable for landing. -9.8 197.9 The maximum allowable combined weight capacity for baggage on and aft of the wheel well is 200 lbs. The maximum allowable combined weight capacity for baggage forward, on and aft of the wheel well is 240 lbs. Figure 6-5. Sample Loading Problem (Sheet 1 of 2) 6-10 11 September 1981 0 CESSNA MODEL T21ON SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST 2 of 2) Figure 6-5. Sample Loading Problem (Sheet 11 September 1981 6-11 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T21ON st1v1iDO7I)l) 1HOI1A avoi C IC C C (N (N (N (N IL) C 5 If) IC If) C II) 02 C If). -4—- + C C -D 0 -4 -I- H 00 :00 0 a 1 - (N 0 C IL) (N 1± CC U I [ I H HH-1 U (N >.-o Iii LC IC tti-t -J C o o — ;itt —I 0 CD C 1-.,L o ID z -I-S)> D o S 5 ]__t I f( (Nt — C C (N 6_ 6_ z U 80 : -J C C (5 --_ C < o -J 0 a - 0 — 4 mi 7 — ‘H Hr 0 4 I - -J—4_.I UiI HiI ITTT ii H. Iffi 0.0 -I lit: CO CC U C o (N C CC (N C C (N I. C CL) C C C IC ID 0 z tSGNflOd) 1H9IM avo, 6-12 0 CC L1& c. i2 jj: i±H-l-i-H--H + I 4.. 4tLL 1 it 1111 ttI4 IIt 8 Lu d C — tZTtL r H0 E °1 c°’ If) H 0 C 0I I I 0 - !-o uJ :4 U C4 00 LI_I -J 0 ‘ . C 1 R1’ (I, 0 11 September 1981 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T21ON LOADED AIRPLANE MOMENT/WOO (KILOGRAM ,.. . . . .... 4100 MILLIM[TERS( - 2100 2200 2300 2400 900 1000 1100 1200 1300 1400 1900 1600 1700 1800 1900 2000 I IIiiiI iiil — 1 -1850 : ::z: : :. ui,: -“ “ ,‘ 3900 3800 :;t ; •1 4000 ti---h--f -1800 CENTER OF GRAVITY MOMENT ENVELOPE I 4 -1750 -- — - %J TAKEOFF AND LANDING AKEOFF ONLY 3600 :- ‘: 390C, - 1. 1 rrn — +— I F— cc,: 1’ H -1550 I I -1500 L: 4 H 1% - L Hi U - 1600 -— . 0, ::; ;; [4 t: ;. — — -1650 :: e: k::: .. i4 3400 z D a -uuu ,. CODE 3700 1450 3200 tII a 0 2 -1 -J a ‘0 a a a 3000 L+F 2900 I 1350 s - j.!fJ H . . H F . - +-., •. H’ I 280C -1300 . ‘ Il ‘li II’’’ 1250 j -J 270C—- 0 ILtW[’120 260C — — 1-ft ± — — H - _i —t 250C C 240C I I I . 44, t • tI . - I I j t - f I I - 210C t 200C 70 . ‘ f f I I I j -, I t tJ l :L 80 4. I * ‘ — NOTE Loadiegswithirs clear area are satisfactory for takeoff and landing except where takeoff weight is more than the maximum allowable landing weight of 3800 pounds In this case, flight tone must be allowed for fuel burn-off toat least 3800 pounds before landing In shaded area, takeoff is approved, but com— putatioe of loading after estimated fuel burnoff must be made to verify that CO will remain within overall envelope for landing - 2300 2201- I I4 4—— I — — - -1160 -1100 1050 1000 I I 90 j— 110 100 I I U fH U L1 CL 120 130 I 140 150 -r I I I 44u1 I I - , 950 Hi1 160 170 180 190 200 LOADED AIRPLANE MOMENT/bOO IPOUND-INCHESI Figure 6-7. 11 September 1981 Center of Gravity Moment Envelope 6-13 SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL T21ON AIRPLANE CU, LOCATION 925 950 975 000 tt2N 1050 10U ::.Ni 110 MILLIMETERS AFT OF DATUM ISTA 0.0) 1150 1175 120 1225 1250 7275 - 1125 1325 1350 1850 rI %4 :: 00 1300 H -.-. 1750 CENTEROFGRAVITY LIMITS jHjIt:Iif L j J14 :ji:t J [H CODE ::1_ _ t I 3600 — — — 1650 — — : ..... 3456 ::.i TAKEOFF AND LANDING —. — .t T — t. TAKEOFF ONLY I . I . 0 •i I 1550 3306—— A -fUi 3200—— - 3100 — , 3006 tH :: ‘:. 1400 1400 t t E. El E — 0 .. — ‘ 0 A ‘1350 ‘: A . 2900 = 1300 A ‘1250 U A C , 2800————— — °‘‘ ‘‘ 2700 ‘‘‘‘ — — • 2500 •• ‘— . ““1 ‘l 2500 “. ‘ 2400 — — ‘ — — NOTE Loadings within clear atea are satisfactory Ion takeoff and tanding, noccpt where takeoff wnight o snore than the nranirnunr allowable lenoing wnight of 3800 pounds. In this caaa, flight tirtie be I dl I lb If II 36005 d bef I d 9 nest In ahodnd area, taktoff it approved, but cowpuration of loading at ret estimated fuel burn all east bn ieado to verify that CU. will terrain within overall cnan lope for landing. F— J I , uJ , ‘ ‘ TT. t’9 ‘.,::- n - , . 1200 “ ÷ 1150 . . ‘‘. . . .. 1100 -- 2300”— i__..____ —— 1.3 1 11 fr:;:: Ill 22o0_______.__-.____t____n__ _f_n_r__l_r_._____._ 2100——— — 1050 1000 4. — 36 37 38 39 44 41 42 we 44 AIRPLANE CD. LOCATfON Figure 6-8. 6-14 45 - 46 47 48 49 50 51 52 53 INCHES AFT OF DATUM ISTA 001 Center of Gravity Limits 11 September 1981 0 CESSNA MODEL T210N SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST EQUIPMENT LIST The following equipment list is a comprehensive list of all Cessna equipment available for this airplane. A separate equipment list of items installed in your specific airplane is provided in your aircraft file. The following list and the specific list for your airplane have a similar order of listing. This equipment list provides the following information: An item number gives the identification number for the item. Each number is prefixed with a letter which identifies the descriptive grouping (exam ple: A. Powerplant & Accessories) under which it is listed. Suffix letters identify the equipment as a required item, a standard item or an optional item. Suffix letters are as follows: -R = required items of equipment for FAA certification -S = standard equipment items -O = optional equipment items replacing required or standard items -A = optional equipment items which are in addition to required or standard items A reference drawing column provides the drawing number for the item. NOTE If additional equipment is to be installed, it must be done in accordance with the reference drawing, accessory kit instruc tions, or a separate FAA approval. Columns showing weight (in pounds) and arm (in inches) provide the weight and center of gravity location for the equipment. N OTE Unless otherwise indicated, true values (not net change values) for the weight and arm are shown. Positive arms are distances aft of the airplane datum negative arms are distan ces forward of the datum. NOTE Asterisks (*) after the item weight and arm indicate complete assembly installations. Some major components of the assem bly are listed on the lines immediately following. The summa tion of these major components does not necessarily equal the complete assembly installation. H September 1981 6-15 Cc I-i CD CD U) CD ‘C C. POWERI-LANI & ACCE55cFIES AS 7—k AS 3—k CONTROLLER 0 —44.0 71.9 1.2 1.4 C 1650 04—0 502 C’.82002—0 108 4.0 C1o50 06—0 105 3.5 2a.5 C295001—0101 1250419—14 3.0 1250419—12 0 —34.0* —35 • 4 —37.0 —37 • 0 —27.7 19.6* 10.7 4.1 0.3 4.5 —7.0 ().0 —26.5 —13.0 —44.5 —44.5 S —4.1* -4.’. —4 • 7 —35 • —4.7 • 4 8* 15.2 —10.7 —8.7* —17.7* —12.5 —18.5 —19.5 —5.0 —4.8 ARM INS 10.7 1.2 4555* 12.9 4.a 3.1 17.8 1.1 WT LBS 3.5 C 161040-0 106 1201192—7 Cal 1505—0101 Cal 1503—OICZ 000 TURbOChARGER LVERBUUST RELIEF VALVE TURbOChARGER TORbUCIIARGER WASTE GAIL VALVE ASSEMBLY PCLISHtU PROPELLER A49—R SPINNER, (MCCAULEY C29W4/14) TUREUCHARC,ER ASSEMBLY SPINNER, A 41—U PRUP A’.5—R GOVERNU, Au—k ClalO Cl—C 101 PROPELLER ASSEMbLY, 3 bLADE 80 INCHES MCCAULEY hUb/bLADE OA.3s.C4O2/9ODI-A—iO A’. 1—k 1201189—1 C6l 1503—0103 040205 N7365 SECOND ALTRNR7OR INSJALLATION —AL1ERNATOR oL AMP —SHEAVE PLAIE —b ELI —tRACKEl C MISC. hEMS 12506 ‘.6—1 Lb 11503—0 102 AO9—U— 60 AMP ALTERNATUR INS1ALLA1IUN, NEt CHANGE —ALTERNATOR, cb VOLT, ‘15 NIP. ADDED —ALTERNATOR, 6 VOLT, 60 P. DELE1EI VULT, A.Wi—U—1 b ALIEI&NATOR, ENGINE AIR INDUCTION FILTER 1CM 634433 C294507—0102 SL 350C 1250051 SLICK 662 REF DRAWING AC 5—k ENGiNE, CONTINENTAL 1510 520k SPC.6 —TWO MAGNETOS WATt-i IMPULSE COUPLINGS -OIL COOLER —TWELVE 16MM A 3/’t Q—3A uPARs PLtJGS —S1ARTtR, ‘. VuLI PRESTULITE SEMtiLY -+ILIEK A. EQUIPMENT LIST DESCRIPTION A 09—k A01—R ITEM NO Li0 0 iC1) I— cc cc CD CD CD U) WHEEL, URAIcE U lIRE A5SY, —WHEEL ASSY, MCCAULEY —tIRAIcE ASSY, —ERAL ASSY, —TIRE, u PLY TEU —t USE bOi—k—2 C. ELEC1R1CAL SYSTEMS MCCAULEY 000XO MAIN (2) (EACH) tLEFI J (RiGHT) (EACH) (EACH) ot)OXb MAiN (2) 40—756 (EACH) 30—52 CLEFT) 30—2 (RIGHT) (EACH) C EACH) C 1 1tE ASSY, SCCXS NOSE, MELL ASSY —TIRE, 10 PLY RAILU —I ubE WhEEL 2—POINT L ACCESSORiES WHEEL, t3RAtE U TIRE ASSY, -4iHEEL ASSY, CLEVELAND —8kAst ASSY, CLEVELAND —tRA,cC ASSY, CLEVELANU —TIRE, 6 PLY RATED —TUbE LANU1NU CEAR B0Y—R-1 6. ENO1NE PRiMER Al 0—A MANIFOLD UUAL VALUUM PUMP 1NSIALLA1IUN —VACUUM PUMP (2) —SUCTION OACE RELIEF VALVE (21 —OYR{J FILlER ASSY —HOSES & MiSC. HAKUWARE A6 i—A—6 SYSTEM, VACUUM SYSTEM, S1NOLL —VACUUM PUMP —t-1 MAIN GEAR ACTUATOR 121 PUMP TIOTOR CONTACTGR _________ ____ oZ HU) IT-IC C d U) z C H -P -P IT-I U) C U) IT-I U) H U) go ZZ >U) CESSNA MODEL T21ON SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS retracted, a series of electrical switches will illuminate one of two indicator lights on the instrument panel to show gear position. A hydraulic pressure switch will automatically turn off the power pack when hydrau lic pressure reaches a preset value. The hydraulic system includes an emergency hand pump to permit manual extension of the landing gear in the event of hydraulic power pack or electrical system failure. The hand pump is located on the cabin floor between the front seats. During normal operations, the landing gear should require from 6 to 8 seconds to fully extend or retract. For malfunctions of the hydraulic and landing gear systems, refer to Section 3 of this handbook. BRAKE SYSTEM — ( \_ The airplane has a single-disc, hydraulically-actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot’s rudder pedals. The brakes are operated by applying pressure to the top of either the left (pilot’s) or right (copilot’s) set of rudder pedals, which are interconnected. When the airplane is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by a handle under the left side of the instrument panel. To apply the parking brake, set the brakes with the rudder pedals, pull the handle aft, and rotate it 900 down. ( For maximum brake life, keep the brake system properly maintained, and minimize brake usage during taxi operations and landings. ( Some of the symptoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, and excessive travel and weak braking action. If any of these symptoms appear, the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake. ELECTRICAL SYSTEM The airplane is equipped with a 28-volt, direct-current electrical 11 September 1981 735 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21ON system (see figure 7-9). The system uses a battery located on the forward side, upper left portion, of the firewall as the source of electrical energy and a belt-driven, 60-amp alternator (or 95-amp, if installed) to maintain the battery’s state of charge. Power is supplied to most general electrical and all avionics circuits through the primary bus bar and the avionics bus bar, which are interconnected by an avionics power switch. The primary bus is on anytime the master switch is turned on, and is not affected by starter or external power usage. Both bus bars are on anytime the master and avionics power switches are turned on. The airplane may be equipped with a dual 60-amp alternator electrical system. Details of this system are presented in Section 9. Supplements. CAUTION Prior to turning the master switch on or off, starting the engine or applying an external source, the avionics power switch labeled AVN PWR should be turned off to prevent any harmful transient voltage from damaging the avio nics equipment. MASTER SWITCH The master switch is a split-rocker type switch labeled MASTER, and is on in the up position and off in the down position. The right half of the switch, labeled BAT, controls electrical power to the airplane through the primary bus bar. The left half, labeled ALT, controls the alternator. Normally, both sides of the master switch should be used simultaneously; however, the BAT side of the switch could be turned on separately to check equipment while on the ground. To check or use avionics equipment or radios while on the ground, the avionics power switch must also be turned on. The ALT side of the switch, when placed in the off position, removes the alternator from the electrical system. With this switch in the off position, the entire electrical load is placed on the battery. Continued operation with the alternator switch in the off position will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart. AVIONICS POWER SWITCH Electrical power from the airplane primary bus to the avionics bus (see figure 7-9) is controlled by a rocker-type circuit breaker-switch labeled AVN PWR. The switch is located on the left sidewall circuit breaker panel and is ON in the forward position and OFF in the aft position. With the switch in the OFF position, no electrical power will be applied to the avionics equipment, regardless of the position of the master switch or the individual equipment switches. The avionics power switch also functions 7-36 it September 1981 Q (J CESSNA MODEL T210N SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS To DOUR LIGHTS. 000RTSRV LIGHTS AND S000nUE Sour GLAREEHIRLO MOUNTED PL000LIGTTE DIR CONOIrICTISH E0STEU )_TO DIR CONDITIONING SVSTEM WING CE ICE OTETEU ,,UTURTER TO UOSTET SWITCH WINCSOIELO ANTI rUE EYSTEU OENTECPITOTONE STALL WEANING ).—... T H DL NIL POET F LEO SUM P TO OTLIHOET HEED TEMPERATURE EDO OIL TEMPERATURE NOONS RREAKE .___TO TURN CHOROIRATCE CS TURN AND DOER INOiOATOR REDOT000 NOEL QUANTITY ISOIEDTIEO ETRTEU ).._... 0 0 STALL WENRIEG NT GTE S POSITION INDICATOR SHOTS CL COCK ODD LEAD ALONINO SYSrEM FIRST NOVIOCA ONE LLIOE SLOPE RROEIUEfl CE )._..._TO 0000SO TOVIUCU )._.....007EOSHPHSUEE ADO ES000IEG ALTIMETER OR BLISS RROUEER AVIUNILSPOWET WOUNR005 EHEUKER )....TO RADIO RART )_TU ROEIT TO MOREER BEACON RESElLER ).....TO REOPENS RECAP — CODE ).—.....TO SLAVED MORON ORO TSP ETETRU — IDIU 3 -lb SLOTH ORTI S ROCK COURSE IIEOLIT ERTABEEIRLOO TO RETOOl A K TATOOITOE!OOISEOIOTERI FLOE _44- DIODE :—•INCitOToVUGOTS AUTOPILOT ROLL ADO PITCH ACTUATORS O0T/p ROTATOR Figure 7-9. Electrical System 11 September 1981 7-37 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21ON as a circuit breaker. If an electrical malfunction should occur and cause the circuit breaker to open, electrical power to the avionics equipment will be interrupted and the switch will automatically move to the OFF position. If this occurs, allow the circuit breaker to cool approximately two minutes before placing the switch in the ON position again. If the circuit breaker opens again, do not reset it. The avionics power switch should be placed in the OFF position prior to turning the master switch on or off, starting the engine, or applying an external power source, and may be utilized in place of the individual avionics equipment switches. AMMETER The ammeter, located on the upper right side of the instrument panel, indicates the amount of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate. ALTERNATOR CONTROL UNIT AND LOW-VOLTAGE WARNING LIGHT The airplane is equipped with a combination alternator regulator high-low voltage control unit mounted on the cabin side of the firewall and red warning light, labeled LOW VOLTAGE, near the upper left corner of the instrument panel. In the event an over-voltage condition occurs, the alternator control unit automatically removes alternator field current which shuts down the alternator. The battery will then supply system current as shown by a discharge rate on the ammeter. Under these conditions, depending on electrical system load, the low-voltage warning light will illuminate when system voltage drops below normal. The alternator control unit may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal alternator charging has resumed; however, if the light does illuminate again, a malfunction has occurred, and the flight should be terminated as soon as practicable. NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. Momentary illumination of the low voltage warning light and/or ammeter needle deflection 7-38 11 September 1981 CESSNA MODEL T21ON SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS may also occur during startup of the landing gear system hydraulic pump motor. The warning light may be tested by turning on the landing lights and momentarily turning off the ALT portion of the master switch while leaving the BAT portion turned on. CIRCUIT BREAKERS AND FUSES ( ç Most of the electrical circuits in the airplane are protected by “push-to reset” type circuit breakers mounted on a single circuit breaker panel on the left cabin sidewall between the forward doorpost and the instrument panel. Six “pull off” type circuit breakers on this panel protect the alternator output, landing gear system hydraulic pump motor, wing and stabilizer de-ice system, electric elevator trim system, autopilot pitch and roll actuators and the avionics cooling fan circuits. All of the avionics circuits are protected by circuit breakers grouped together in the lower portion of the circuit breaker panel and also by a rocker-type circuit breaker switch labeled AVN PWR. Fuses protect the battery contactor closing circuit (when used with external power), and the clock and flight hour recorder circuits. GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy maintenance work on the airplane electrical system. Details of the ground service plug receptacle are presented in Section 9, Supplements. LIGHTING SYSTEMS EXTERIOR LIGHTING Conventional navigation lights are located on the wing tips and tail stinger, and dual landing lights are installed in the cowl nose cap. Additional lighting is available and includes a strobe light on each wing tip, a flashing beacon on top of the vertical stabilizer, two courtesy lights, one under each wing, just outboard of the cabin door, and vertical tail illumination lights, mounted on the top of each horizontal stabilizer. Details of the strobe light system are presented in Section 9, Supplements. The courtesy lights are operated by a switch located on the left rear door post. All exterior lights, except the courtesy lights, are controlled by rocker-type switches on the left switch and control panel. The switches are on in the up position and off in the down position. 11 September 1981 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21IIN The flashing beacon should not be used when flying through clouds or overcast: the flashing light reflected from water droplets or particles in the atmosphere. particularly at night, can produce vertigo and loss of orienta ion. INTERIOR LIGHTING Instrument and control panel lighting is provided by flood and integral lighting, with electroluminescent and post lighting also available. Rheos tats and control knobs, located on the left switch and control panel, control the intensity of all lighting. The following paragraphs describe the various lighting systems and their controls. Switches and controls on the lower part of the instrument panel and the marker beacon! audio control panel may be lighted by electroluminescent panels which do not require light bulbs for illumination. To utilize this lighting, turn on the NAV light switch and adjust light intensity with the small (inner) control knob of the concentric control knobs labeled EL PANEL, ENG-RADIO. Instrument panel flood lighting consists of six red flood lights on the underside of the glare shield, up to eight red post lights for the bottom and left and right instruments, and two red flood lights in the forward part of the overhead console (one, if an air conditioner is installed). All of these lights are utilized by adjusting light intensity with the large (outer) control knob of the concentric control knobs labeled POST, FLOOD. The instrument panel may be equipped with white post lights which are mounted at the edge of each instrument or control and provide direct lighting. To operate the post lights, adjust light intensity with the small (inner control knob of the concentric control knobs labeled POST. FLOOD. To combine post and flood lighting, adjust flood light intensity with the large (outer) control knob. ‘l’he engine instrument cluster, radio equipment. digital clock, and magnetic compass have integral lighting and operate independently of post or flood lighting. The light intensity of instrument cluster, magnetic compass. digital clock. and radio equipment lighting is controlled by the large (outer) control knob of the concentric control knobs labeled EL I1ANEL. END-RADIO. If the airplane is equipped with avionics incorpo rating incandescent digital readouts, thc END-RADIO (large outer) con trol knob controls the light intensity of the digital readouts. For daylight operation. the control knob should be rotated full counterclockwise to proclce maximum light intensity for the digital readouts only. Clockwise rotation of the control knob will provide normal variable light intensity for nighttime operation. 7-40 11 September 1981 CESSNA MODEL T210N ,.— SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS If the airplane is equipped with a Cessna 400B Integrated Flight Control System, individual dimming of both the white and the green Mode Selector panel lamps is provided by the concentric control knobs labeled IFCS, WHITE, GREEN. A push- to-test feature is incorporated into the small (inner) knob to test for proper green mode selector lamp operation. The control pedestal has integral lights, and a white post light adjacent to the fuel on-off valve. If the airplane is equipped with oxygen or air conditioning, the overhead console is illuminated by post lights. Pedestal and console light intensity is controlled by the large (outer) control knob of the concentric control knobs labeled POST, FLOOD. ( Map lighting is provided by overhead console map lights and a glare shield mounted map light. The airplane may also be equipped with a control wheel map light. The overhead console map lights (not installed if an air conditioner is installed) operate in conjunction with instrument panel flood lighting and consist of two openings just aft of the red instrument panel flood lights. The map light openings have sliding covers controlled by small round knobs which uncover the openings when moved toward each other. The covers should be kept closed unless the map lights are required. A map light and toggle switch, mounted in front of the pilot on the underside of the glare shield, is used for illuminating approach plates or other charts when using a control wheel mounted approach plate holder. The switch is labeled MAP LIGHT ON, OFF and light intensity is con trolled by the POST, FLOOD control knob. A map light mounted on the bottom of the pilot’s control wheel illuminates the lower portion of the cabin in front of the pilot, and is used for checking maps and other flight data during night operation. The light is utilized by turning on the NAV LIGHTS switch, and adjusting light intensity with the rheostat control knob on the bottom of the control wheel. The airplane is equipped with a dome light aft of the overhead console, and a baggage compartment light above the baggage area. The lights are operated by a slide-type switch, adjacent to the dome light. The most probable cause of a light failure is a burned out bulb; however, in the event any of the lighting systems fail to illuminate when turned on, check the appropriate circuit breaker. If the circuit breaker has opened (white button popped out), and there is no obvious indication of a short circuit (smoke or odor), turn off the light switch of the affected lights, reset the breaker, and turn the switch on again. If the breaker opens again, do not reset it. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM The temperature and volume of airflow into the cabin can be regulated 11 September 1981 7-41 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21ON 0 0 0 0 0 ADJUSTASLE AFT OVERHEAD VENTILATORS TYPICAL) Figure 7-10. Cabin Heating, Ventilating, and Defrosting System 7-42 11 September 1981 CESSNA MODEL T21ON SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS by manipulation of the push-pull CABIN HEAT and CABIN AIR control knobs (see figure 7-10). When partial cabin heat is desired, blending warm and cold air will result in improved ventilation and heat distribution throughout the cabin. Additional outside air for summer ventilation is provided through the heat and vent system by operation of the push-pull AUX CABIN AIR knob. All three control knobs are the double button type with locks to permit intermediate settings. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot’s and copilot’s feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level. ,‘ Windshield defrost air is supplied by a duct from the cabin manifold to an outlet on top of the antiglare shield; therefore, the temperature of the defrosting air is the same as heated cabin air. A push-pull type control knob, labeled DEFROST, regulates the volume of air to the windshield. Pulling out on the knob increases defroster air flow. Additional cabin ventilating air is supplied by two adjustable ventila tors mounted in the forward and aft overhead consoles and one ventilator in each console located above the rear side windows. Flow to the outlets is controlled by valves in each wing root, as selected by a single lever in the forward overhead console labeled OVERHEAD AIR VENTS. In the ON (right) position, the valves are open and ventilating airflow from the wing leading edge intakes is supplied to all the adjustable outlets. When the OFF (left) position is selected, the valves are closed and flow to the outlets is shut off. An air conditioning system may be installed in the airplane. Details of this system are presented in Section 9, Supplements. OXYGEN SYSTEM The airplane is equipped with a partial oxygen system which consists of the outlets, pressure gage, a filler valve, associated plumbing, and an on-off control. If the airplane is equipped with a complete oxygen system, refer to Section 9, Supplements, for complete details and operating instructions. PITOT-STATIC SYSTEM AND INSTRUMENTS The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator, vertical speed indicator and altimeter. The system is composed of a pitot tube mounted on the lower surface of the left wing, two external static ports, one on each side of the fuselage below the rear corners of the aft side windows, and the associated plumbing necessary to connect the instruments to the sources. 11 September 1981 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21ON The airplane may also be equipped with a pitot heat system. The system consists of a heating element in the pitot tube, a rocker-type switch labeled PITOT HEAT on the lower left side of the instrument panel, a 10amp circuit breaker on the left sidewall circuit breaker panel, and associated wiring. When the pitot heat switch is turned on, the element in the pitot tube is heated electrically to maintain proper operation in possible icing conditions. Pitot heat should be used only as required. A static pressure alternate source valve is installed on the left side of the lower instrument panel and can be used if the external static source is malfunctioning. This valve supplies static pressure from inside the cabin instead of the external static ports. If erroneous instrument readings are suspected due to water or ice in the pressure lines going to the standard external static pressure source, the alternate static source valve should be pulled on. Pressures within the cabin will vary with open cabin ventilators and windows. Refer to Sections 3 and 5 for the effect of varying cabin pressures on airspeed and altimeter readings. AIRSPEED INDICATOR The airspeed indicator is calibrated in knots and miles per hour. Limitation and range markings (in KIAS) include the white arc (58 to 115 knots), green arc (74 to 168 knots), yellow arc (168 to 203 knots), and a red line (203 knots). If a true airspeed indicator is installed, it is equipped with a rotatable ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. To operate the indicator, first rotate the ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude, momentarily set the barometric scale on the altimeter to 29.92 and read pressure altitude on the altimeter. Be sure to return the altimeter baromet ric scale to the original barometric setting after pressure altitude has been obtained. Having set the ring to correct for altitude and temperature, read the true airspeed shown on the rotatable ring by the indicator pointer. For best accuracy, the indicated airspeed should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed, read true airspeed on the ring opposite the calibrated airspeed. VERTICAL SPEED INDICATOR The vertical speed indicator depicts airplane rate of climb or descent in 744 11 September 1981 0 (J CESSNA MODEL T21ON SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS feet per minute. The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static source. ALTIMETER Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of the indicator provides adjustment of the instrument’s barometric scale to the current altimeter setting. VACUUM SYSTEMS AND INSTRUMENTS \ ( Two engine-driven vacuum systems are available and provide the suction necessary to operate the attitude indicator and directional indica tor. One system (see figure 7-11) consists of a single vacuum pump on the engine, a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel, vacuum-operated instruments, and a suction gage on the left side of the instrument panel. The other vacuum system (see figure 7-12) offers a dual pump installation on the rear of the engine, two vacuum relief valves a system air filter, a check valve manifold, vacuum-operated instruments, and a suction gage, equipped with dual warning indicators labeled L and R, on the left side of the instrument panel. ATTITUDE INDICATOR \ [\ An attitude indicator is available and gives a visual indication of flight attitude. Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks at 10°, 20°, 300,600, and 90° either side of the center mark. Pitch and roll attitudes are presented by a miniature airplane superimposed over a symbolic horizon area divided into two sections by a white horizon bar. The upper “blue sky” area and the lower “ground” area have arbitrary pitch reference lines useful for pitch attitude control. A knob at the bottom of the instrument is provided for in flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication. DIRECTIONAL INDICATOR ,— A directional indicator is available and displays airplane heading on a compass card in relation to a fixed simulated airplane image and index. The directional indicator will precess slightly over a period of time. Therefore, the compass card should be set in accordance with the magnetic compass just prior to takeoff, and occasionally re-adjusted on extended flights. A knob on the lower left edge of the instrument is used to adjust the compass card to correct for any precession. 11 September 1981 7-45 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS I I [:::::: VACUUM WA DISCHARGE AIR CESSNA MODEL T21ON INLET AIR / VACUUM SYSTEM AIR FILTER Figure 7-11. Single-Pump Vacuum System 7-46 11 September 1981 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21ON VACUUM RELIEF VALVE VACUUM RELIEF VALVE CODE IN LET AIR E.:::: VACUUM DISCHARGE AIR Figure 7-12. Dual-Pump Vacuum System 11 September 1981 7-47 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T210N SUCTION GAGE A suction gage is located on the left side of the instrument panel when the airplane is equipped with a vacuum system. Suction available for operation of the attitude indicator and directional indicator is shown by this gage, which is calibrated in inches of mercury. The desired suction range is 4.6 to 5.4 inches of mercury. A suction reading out of this range may indicate a system malfunction or improper adjustment, and in this case, the indicators should not be considered reliable. If the airplane is equipped with a dual vacuum pump system, the suction gage incorporates two red warning buttons, marked Land R, which extend visibly in the event either or both sources fail. STALL WARNING SYSTEM The airplane is equipped with a vane-type stall warning unit in the leading edge of the left wing. The unit is electrically connected to a dual warning unit located above the right cabin door behind the headliner. The vane in the wing senses the change in airflow over the wing, and operates the dual warning unit, which produces a continuous tone overthe airplane speaker between 5 and 10 knots above the stall in all configurations. If the airplane has a heated stall warning system, the vane-type unit in the wing leading edge is equipped with a heating element. The heated part of the system is operated by the PITOT HEAT switch, and is protected by the PITOT HEAT circuit breaker. The stall warning system should be checked during the rei1ight inspection by momentarily turning on the master switch and actuating the vane in the wing. The system is operational if a continuous tone is heard on the airplane speaker as the vane is pushed upward. AVIONICS SUPPORT EQUIPMENT If the airplane is equipped with avionics, various avionics support equipment may also be installed. Equipment available includes an avio nics cooling fan, microphone-headset installations and control surface static dischargers. The following paragraphs discuss these items. Des cription and operation of radio equipment is covered in Section 9 of this handbook. 7-48 11 September 1981 CESSNA MODEL T21ON SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS AVIONICS COOLING FAN An avionics cooling fan system is provided whenever a factory installed Nay/Corn radio is installed. The system is designed to provide internal cooling air from a small electric fan to the avionics units and thereby eliminate the possibility of moisture contamination using an external cooling air source. Power to the electric fan is supplied directly from a “pull-off” type circuit breaker labeled AVN FAN, located on the left sidewall circuit breaker panel. Hence, power is supplied to the fan anytime the master switch is ON. This arrangement provides air circulation through the radios to remove a possible heat soak condition before the radios are turned on after engine start. It is recommended that the circuit breaker be left ON except during periods of lengthy maintenance with the master switch ON. MICROPHONE-HEADSET INSTALLATIONS Three types of microphone-headset installations are offered. The standard system provided with avionics equipment includes a hand-held microphone and separate headset. The keying switch for this microphone is on the microphone. Two optional microphone-headset installations are also available; these feature a single-unit microphone-headset combina tion which permits the pilot or front passenger to conduct radio communi cations without interrupting other control operations to handle a handheld microphone. One microphone-headset combination is a lightweight type without a padded headset and the other version has a padded headset. The microphone-headset combinations utilize a remote keying switch located on the left grip of the pilot’s control wheel and, if an optional intercom system is installed, a second switch on the right grip of the front passenger’s control wheel. The microphone and headset jacks are located on the lower left and right sides of the instrument panel. Audio to all three headsets is controlled by the individual audio selector switches and adjusted for volume level by using the selected receiver volume controls. NOTE When transmitting, with the hand-held microphone, the pilot should key the microphone, place the microphone as close as possible to the lips and speak directly into it. STATIC DISCHARGERS If frequent IFR flights are planned, installation of wick-type static dischargers is recommended to improve radio communications during flight through dust or various forms of precipitation (rain, snow or ice ii September 1981 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS CESSNA MODEL T21ON crystals). Under these conditions, the build-up and discharge of static electricity from the trailing edges of the wings, rudder, elevator, propeller tips, and radio antennas can result in loss of usable radio signals on all communications and navigation radio equipment. Usually the ADF is first to be affected and VHF communication equipment is the last to be affected. Installation of static dischargers reduces interference from precipita tion static, but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals, even with static dischargers installed. Whenever possible, avoid known severe precipita tion areas to prevent loss of dependable radio signals. If avoidance is impractical, minimize airspeed and anticipate temporary loss of radio signals while in these areas. 7-50 11 September 1981 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON SECTION 8 AIRPLANE HANDLING, SERVICE & MAINTENANCE TABLE OF CONTENTS Page Introduction Identification Plate Owner Notification System Publications Airplane File Airplane Inspection Periods FAA Required Inspections Cessna Progressive Care Cessna Customer Care Program Pilot Conducted Preventive Maintenance Alterations Or Repairs Ground Handling Towing Parking Tie-Down Jacking Leveling Flyable Storage Servicing Engine Oil Fuel Landing Gear Oxygen Cleaning And Care Windshield-Windows Painted Surfaces Stabilizer Abrasion Boot Care Propeller Care De-Ice/Anti-Ice Boot Care Landing Gear Care Engine Care Interior Care Bulb Replacement During Flight . . 8-3 8-3 8-3 8-4 8-5 8-5 8-5 8-6 8-6 8-7 8-7 8-8 8-8 8-8 8-8 8-8 8-9 8-9 . 11 September 1981 8-1/(8-2 blank) CESSNA MODEL T21ON SECTION 8 HANDLING, SERVICE & MAINTENANCE INTRODUCTION r This section contains factory-recommended procedures for proper ground handling and routine care and servicing of your Cessna. It also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new-plane performance and dependability. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encoun tered in your locality. Keep in touch with your Cessna Dealer and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. IDENTIFICATION PLATE All correspondence regarding your airplane should include the SERIAL NUMBER. The Serial Number, Model Number, Production Certif icate Number (PC) and Type Certificate Number (TC) can be found on the Identification Plate, located on the lower part of the left forward doorpost. Located adjacent to the Identification Plate is a Finish and Trim Plate which contains a code describing the interior color scheme and exterior paint combination of the airplane. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed. OWNER NOTIFICATION SYSTEM / - As the owner of a Cessna, you will receive applicable Cessna Owner Advisories at no charge. These Owner Advisories will be mailed to owners of record. A subscription service for Service Information Letters is available directly from the Cessna Customer Services Department. Your Cessna Dealer will be glad to supply you with details concerning this subscription program, and stands ready, through his Service Department, to supply you with fast, efficient, low-cost service. 11 September 1981 8-3 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON PUBLICATIONS Various publications and flight operation aids are furnished in the airplane when delivered from the factory. These items are listed below. • • • • • • CUSTOMER CARE PROGRAM BOOK PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL PILOT’S CHECKLISTS POWER COMPUTER WORLDWIDE CUSTOMER CARE DIRECTORY DO’S AND DON’TS ENGINE BOOKLET The following additional publications, plus many other supplies that are applicable to your airplane, are available from your Cessna Dealer. • • INFORMATION MANUAL (Contains Pilot’s Operating Handbook Information) SERVICE MANUALS AND PARTS CATALOGS FOR YOUR: AIRPLANE ENGINE AND ACCESSORIES AVIONICS AND AUTOPILOT Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items, many of which he keeps on hand. He will be happy to place an order for any item which is not in stock. 0 NOTE A Pilot’s Operating Handbook and FAA Approved Air plane Flight Manual which is lost or destroyed may be replaced by contacting your Cessna Dealer or writing directly to the Customer Services Department, Cessna Aircraft Company, Wichita, Kansas. An affidavit contain ing the owner’s name, airplane serial number and registra tion number must be included in replacement requests since the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual is identified for specific airplanes only. ii September 1981 CESSNA MODEL T210N SECTION 8 HANDLING, SERVICE & MAINTENANCE AIRPLANE FILE There are miscellaneous data, information and licenses that are a part of the airplane file. The following is a checklist for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met. r be displayed in the airplane at all times: Aircraft Airworthiness Certificate (FAA Form 8100-2). Aircraft Registration Certificate (FAA Form 8050-3). Aircraft Radio Station License, if transmitter installed (FCC Form 556). A. To 1. 2. 3. B. To be carried in the airplane at all times: 1. Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. 2. Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, FAA Form 337, if applicable). 3. Equipment List. C. To be made available upon request: 1. Airplane Log Book. 2. Engine Log Book. 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 airplanes not registered in the United States should check with their own aviation officials to determine their individual requirements. Cessna recommends that these items, plus the Pilots Checklists, Power Computer, Customer Care Program book and Customer Care Card, be carried in the airplane at all times. AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS f\.....J 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 have a complete inspection every 100 hours of operation. The FAA may require other inspections by the issuance of airworthi 11 September 1981 8-5 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON ness directives applicable to the airplane, engine, propeller and compo nents. It is the responsibility of the owner/operator to ensure compliance with all applicable airworthiness directives and, when the inspections are repetitive, to take appropriate steps to prevent inadvertent noncompliance. In lieu of the 100 HOUR and ANNUAL inspection requirements, an airplane 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. The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna airplanes. The program assists the owner in his responsibility to comply with all FAA inspection requirements, while ensuring timely replacement of life-limited parts and adherence to factory-recommended inspection intervals and maintenance procedures. CESSNA PROGRESSIVE CARE The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime. Under this program, your airplane is inspected and maintained in four operations at 50-hour intervals during a 200-hour period. The operations are recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted. The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200 hours or more per year, and the 100-hour inspection for all other airplanes. The procedures for the Progressive Care Program and the 100-hour inspection have been carefully worked out by the factory and are followed by the Cessna Dealer Organization. The complete familiarity of Cessna Dealers with Cessna equipment and factory-approved procedures provides the highest level of service possi ble at lower cost to Cessna owners. Regardless of the inspection method selected by the owner, he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended inspections. CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE 8-6 11 September 1981 CESSNA MODEL T210N SECTION 8 HANDLING, SERVICE & MAINTENANCE PROGRAM book supplied with your airplane. You will want to thoroughly review your Customer Care Program book and keep it in your airplane at all times. ( . Coupons attached to the Program book entitle you to an initial inspection and either a Progressive Care Operation No. 1 or the first 100hour inspection within the first 6 months of ownership at no charge to you. If you take delivery from your Dealer, the initial inspection will have been performed before delivery of the airplane to you. If you pick up your airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery, so the initial inspection may be performed allowing the Dealer to make any minor adjustments which may be necessary. You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation, or at 100 hours for your first 100-hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have tile Dealer from whom you purchased the airplane accomplish this work. PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed. NOTE Pilots operating airplanes of other than U.S. registry should refer to the regulations of the country of certifica tion for information on preventive maintenance that may be performed by pilots. A Service Manual should be obtained prior to performing any preven tive maintenance to ensure that proper procedures are followed. Your Cessna Dealer should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel. ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not violated. Alterations or repairs to the airplane must be accomplished by licensed personnel. 11 September 1981 8-7 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON GROUND HANDLING C TOWING The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. When towing with a vehicle, do not exceed the nose gear turning angle of 35° either side of center, or damage to the gear will result. If the airplane is towed or pushed over a rough surface during hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure. A flat nose tire or deflated strut will also increase tail height. PARKING When parking the airplane, head into the wind and set the parking brakes. Do not set the parking brakes during cold weather when accumu lated moisture may freeze the brakes, or when the brakes are overheated. Close the cowl flaps, (except when engine is hot in hot weather), install the control wheel lock and chock the wheels. When the airplane is parked on a slope, place the fuel selector handle in the LEFT ON or RIGHT ON position, whichever corresponds to the low wing. This action minimizes crossfeeding from the fuller tank and reduces fuel seepage from the wing tank vents. In severe weather and high wind conditions, tie the airplane down as outlined in the following paragraph. TIE-DOWN Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane securely, proceed as follows: 1. 2. 3. 4. 5. Set the parking brake and install the control wheel lock. Install a surface control lock over the fin and rudder. Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail tie-down fittings and secure each rope or chain to a ramp tie-down. Tie a rope (no chains or cables) to the nose gear torque link and secure to a ramp tie-down. Install a pitot tube cover. JACKING When a requirement exists to jack the entire airplane off the ground, or when wing jack points are used in the jacking operation, refer to the 11 September 1981 0 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON Service Manual for specific procedures and equipment required. fl A jack pad assembly is available to facilitate jacking individual main gear. When using the individual gear strut jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must then be lowered for a second jacking operation. Do not jack both main wheels simultaneously using the individual main gear jack pads. If nose gear maintenance is required, the nose wheel may be raised off the ground by pressing down on a tailcone bulkhead, just forward of the horizontal stabilizer, and allowing the tail to rest on the tail tie-down ring. NOTE Do not apply pressure on the elevator or outboard horizon tal stabilizer surfaces. When pushing on the tailcone. always apply pressure at a bulkhead to avoid buckling the skin. To assist in raising and holding the nose wheel off the ground, weight down the tail by placing sand-bags, or suitable weights, on each side of the horizontal stabilizer, next to the fuselage. If ground anchors are available, the tail should be securely tied down. NOTE Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane. LEVELING Longitudinal leveling of the airplane is accomplished by placing a level on the leveling screws located on the left side of the tailcone. Deflate the nose tire and/or lower or raise the nose strut to properly center the bubble in the level. Corresponding points on either the upper or lower main door sills may be used to level the airplane laterally. FLYABLE STORAGE Airplanes placed in non-operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods, the propeller should be rotated by hand through five 11 September 1981 8-9 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON revolutions. This action “limbers” the oil and prevents any accumulation of corrosion on engine cylinder walls. I WARNING I For maximum safety, check that the ignition switch is OFF, the throttle is closed, the mixture control is in the idle cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller. After 30 days, the airplane should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature within the lower green arc range. Excessive ground runup should be avoided. Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine. Keep fuel tanks full to minimize condensation in the tanks. Keep the battery fully charged to prevent the electrolyte from freezing in cold weather. If the airplane is to be stored temporarily, or indefinitely, refer to the Service Manual for proper storage procedures. 1Z) 0 SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4. COMPLETE servicing, inspection, and test requirements for your airplane are detailed in the Service Manual. The Service Manual outlines all items which require attention at 50, 100, and 200 hour intervals plus those items which require servicing, inspection, and/or testing at special intervals. Since Cessna Dealers conduct all service, inspection, and test proce dures in accordance with applicable Service Manuals, it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals. Cessna Progressive Care ensures that these requirements are accomp lished at the required intervals to comply with the 100-hour or ANNUAL inspection as previously covered. Depending on various flight operations, your local Government Aviation Agency may require additional service, inspections, or tests. For 11 September 1981 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON these regulatory requirements, owners should check with local aviation officials where the airplane is being operated. For quick and ready reference, quantities, materials, and specifica tions for frequently used service items are as follows: ENGINE OIL GRADE AND VISCOSITY FOR TEMPERATURE RANGE All temperatures, use SAE 20W-SO or Above 4°C (40°F), use SAE 50 Below 4°C (40°F), use SAE 30 Multi-viscosity oil with a range of SAE 20W-SO is recommended for improved starting and turbocharger controller operation in cold weather. Ashless dispersant oil, conforming to Continental Motors Specification MHS-24 (and all revisions thereto), must be used. -- NOTE Your Cessna was delivered from the factory with a corro sion preventive aircraft engine oil. If oil must be added during the first 25 hours, use only aviation grade straight mineral oil conforming to Specification No. MIL-L-6082. 10 Quarts. CAPACITY OF ENGINE SUMP Do not operate on less than 7 quarts. To minimize loss of oil through breather, fill to 8 quart level for normal flights of less than 3 hours. For extended flight, fill to 10 quarts. These quantities refer to oil dipstick level readings. During oil and oil filter changes, one additional quart is required. -- OIL AND OIL FILTER CHANGE After the first 25 hours of operation, drain engine oil sump and replace filter. Refill sump with straight mineral oil and use until a total of SO hours has accumulated or oil consumption has stabilized; then change to dispersant oil and replace the filter. Drain the engine oil sump and replace the filter each SO hours thereafter. The oil change interval may be extended to 100-hour intervals, providing the oil filter is changed at SO-hour intervals. Change engine oil at least every 8 months even though less than the recommended hours have accumulated. Reduce intervals for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. -- NOTE During the first 25-hour oil and filter change, a general inspection of the overall engine compartment is required. Items which are not normally checked during a preflight 11 September 1981 8-li SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON inspection should be given special attention. Hoses, metal lines and fittings should be inspected for signs of oil and fuel leaks, and checked for abrasions, chafing, security, proper routing and support, and evidence of deterioration. Inspect the intake and exhaust systems for cracks, evi dence of leakage, and security of attachment. Engine controls and linkages should be checked for freedom of movement through their full range, security of attachment and evidence of wear. Inspect wiring for security, chafing, burning, defective insulation, loose or broken terminals, heat deterioration, and corroded terminals. Check the alternator belt(s) in accordance with Service Manual instructions, and retighten if necessary. A periodic check of these items during subsequent servicing operations is recommended. FUEL APPROVED FUEL GRADES (AND COLORS) 100LL Grade Aviation Fuel (Blue). iOO (Formerly 100/ 130) Grade Aviation Fuel (Green). -- NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply in quantities not to exceed 1% or .15% by volume, respectively, of the total. Refer to Fuel Additives in later paragraphs for additional informa tion. CAPACITY EACH TANK 45 Gallons. REDUCED CAPACITY EACH TANK (WHEN FILLED TO BOTTOM OF FUEL FILLER NECK EXTENSION) 33.5 Gallons. -- -- NOTE Service the fuel system after each flight, and keep fuel tanks full to minimize condensation in the tanks. FUEL ADDITIVES Strict adherence to recommended preflight draining instructions as called for in Section 4 will eliminate any free water accumulations from the tank sumps. While small amounts of water may still remain in solution in the gasoline, it will normally be consumed and go unno ticed in the operation of the engine. -- 11 September 1981 C) CESSNA MODEL T21ON SECTION 8 HANDLING. SERVICE & MAINTENANCE One exception to this can be encountered when operating under the combined effect of: (1) use of certain fuels, with (2) high humidity conditions on the ground (3) followed by flight at high altitude and low temperature. Under these unusual conditions, small amounts of water in solution can precipitate from the fuel stream and freeze in sufficient quantities to induce partial icing of the engine fuel system. While these conditions are quite rare and will not normally pose a problem to owners and operators, they do exist in certain areas of the world and consequently must be dealt with, when encountered. Therefore, to alleviate the possibility of fuel icing occurring under these unusual conditions, it is permissible to add isopropyl alcohol or ethylene glycol monomethyl ether (EGME) compound to the fuel supply. ( The introduction of alcohol or EGME compound into the fuel provides two distinct effects: (1) it absorbs the dissolved water from the gasoline and (2) alcohol has a freezing temperature depressant effect. Alcohol, if used, is to be blended with the fuel in a concentration of 1% by volume. Concentrations greater than 1% are not recommended since they can be detrimental to fuel tank materials. The manner in which the alcohol is added to the fuel is significant because alcohol is most effective when it is completely dissolved in the fuel. To ensure proper mixing, the following is recommended: 1. For best results, the alcohol should be added during the fueling operation by pouring the alcohol directly on the fuel stream issuing from the fueling nozzle. 2. An alternate method that may be used is to premix the complete alcohol dosage with some fuel in a separate clean container (approximately 2-3 gallon capacity) and then transferring this mixture to the tank prior to the fuel operation. Any high quality isopropyl alcohol may be used, such as Anti-Icing Fluid (MIL-F-5566) or Isopropyl Alcohol (Federal Specification TT-I 735a). Figure 8-1 provides alcohol-fuel mixing ratio information. Ethylene glycol monomethyl ether (EGME) compound, in compliance with MIL-I-27686 or Phillips PFA-55MB, if used, must be carefully mixed with the fuel in concentrations not to exceed .15% by volume. Figure 8-1 provides EGME-fuel mixing ratio information. 11 September 1981 8-13 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON 18 140t C LU4ttfiH o 120 •4: 100 0 So 12 >30 > H 10 2.5 .< U, 08 D60-ci 0 D 0 - 9 D -J 1 U_ u c,,2.0 1 < 1.5 - - Q 4 0 10 20 30 40 50 60 70 80 90 100 110 GALLONS OF GASOLINE Figure 8-1. Additive Mixing Ratio CAUTION Mixing of the EGME compound with the fuel is extremely important because a concentration in excess of that recom mended (.15% by volume maximum) will result in detri mental effects to the fuel tanks, such as deterioration of protective primer and sealants and damage to 0-rings and seals in the fuel system and engine components. Use only blending equipment that is recommended by the manufac turer to obtain proper proportioning. CAUTION Do not allow the concentrated EGME compound to come in contact with the airplane finish as damage can result. Prolonged storage of the airplane will result in a water buildup in the fuel which “leeches out” the additive. An indication of this is when an excessive amount of water accumulates in the fuel tank sumps. The concentration can be checked using a differential refractometer. It is imperative that the technical manual for the differential refractometer be followed explicitly when checking the additive concentration. 8-14 11 September 1981 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T210N FUEL CONTAMINATION Fuel contamination is usually the result of foreign material present in the fuel system, and may consist of water, rust, sand, dirt, microbes or bacterial growth. In addition, additives that are not compatible with fuel or fuel system components can cause the fuel to become contami nated. - - Before the first flight of the day and after each refueling, use a clear sampler cup and drain a cupful of fuel from the wing tank sumps and fuel strainer quick-drain valves to determine if contaminants are present, and that the airplane has been fueled with the proper grade of fuel. ( If contamination is detected, continue draining from all fuel drain points, including the vapor return line and reservoir quick-drain valves, until all contamination has been removed. If the airplane has been serviced with the improper fuel grade, defuel completely and refuel with the correct grade. Do not fly the airplane with contaminated or unapproved fuel. In addition, Owners! Operators who are not acquainted with a particu lar fixed base operator should be assured that the fuel supply has been checked for contamination and is properly filtered before allowing the airplane to be serviced. Also, fuel tanks should be kept full between flights, provided weight and balance considerations will permit, to reduce the possibility of water condensing on the walls of partially filled tanks. To further reduce the possibility of contaminated fuel, routine mainte nance of the fuel system should be performed in accordance with the airplane Service Manual. Only the proper fuel, as recommended in this handbook, should be used, and fuel additives should not be used unless approved by Cessna and the Federal Aviation Administration. U LANDING GEAR NOSE WHEEL TIRE PRESSURE 88 PSI on 5.00-5, 10-Ply Rated Tire. MAIN WHEEL TIRE PRESSURE 55 PSI on 6.00-6, 8-Ply Rated Tires. NOSE GEAR SHOCK STRUT Keep filled with MIL-H-5606 hydraulic fluid per filling instructions placard, and with no load on the strut, inflate with air to 90 PSI. Do not over-inflate. Check every 25 hours and service HYDRAULIC FLUID RESERVOIR with MIL-H-5606 hydraulic fluid. At first 25 hours, first 50 hours, and each 100 hours thereafter, clean the filter on the right side of the reservoir. BRAKES Service as required with MIL-H-5606 hydraulic fluid. -- -- -- - - - - 11 September 1981 Revision 1 16 December 1981 - 8-15 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T210N OXYGEN AVIATOR’S BREATHING OXYGEN Spec. No. MIL-O-27210. MAXIMUM PRESSURE (cylinder temperature stabilized after filling) 1800 PSI (overhead cylinders) or 1850 PSI (aft cylinder) at 21°C (70°F). Refer to Oxygen System Supplement (Section 9) for filling pressures. -- - - CLEANINGANDCARE WINDSHIELD-WINDOWS The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are removed. Allow the cleaner to dry, then wipe it off with soft flannel cloths. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, fire extin gusher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. PAINTED SURFACES The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 10 days are required for the paint to cure corn pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is required within the curing period, it is recommended that the work be done by someone experienced in handling uncured paint. Any Cessna Dealer can 8-16 11 September 1981 CESSNA MODEL T21ON SECTION 8 HANDLING, SERVICE & MAINTENANCE accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. ‘ j, Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. Isopropyl alcohol will satisfactorily remove ice accumulations without damaging the paint. However, keep the isopropyl alcohol away from the windshield and cabin windows since it will attack the plastic and may cause it to craze. STABILIZER ABRASION BOOT CARE If the airplane is equipped with stabilizer abrasion boots, keep them clean and free from oil and grease which can swell the rubber. Wash them with mild soap and water, using Form Tech AC cleaner or naphtha to remove stubborn grease. Do not scrub the boots, and be sure to wipe off all solvent before it dries. Boots with loosened edges or small tears should be repaired. Your Cessna Dealer has the proper material and know-how to do this correctly. PROPELLER CARE Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long blade life. Small nicks on the propeller, particularly near the tips and on the leading edges, should be dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with Stoddard solvent. DE-ICE/ANTI-ICE BOOT CARE The optional wing and stabilizer de-ice and propeller anti-ice boots have a special electrically-conductive coating to bleed off static charges which cause radio interference and may perforate the boots. Fueling and ii September 1981 8-17 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON other servicing operations should be done carefully to avoid damaging this conductive coating or tearing the boots. To prolong the life of de-ice/ anti-ice boots, they should be washed and serviced on a regular basis. Keep the boots clean and free from oil, grease and other solvents which cause rubber to swell and deteriorate. Outlined below are recommended cleaning and servicing procedures. CAUTION Use only the following instructions when cleaning boots. Disregard instructions which recommend petroleum base liquids (MEK, non-leaded gasoline, etc.) which can harm the boot material. 1. Clean boots with mild soap and water, then rinse thoroughly with clean water. NOTE Isopropyl alcohol can be used to remove grime which cannot be removed using soap. If isopropyl alcohol is used for cleaning, wash area with mild soap and water, then rinse thoroughly with clean water. 2. Allow the boots to dry, then apply a coating of Age Master No. 1 to the boots in accordance with application instructions on the container. NOTE Age Master No. 1 is beneficial for its ozone and weather resistance features. 3. After the boots have been treated with Age Master No. 1, apply a coating of ICEX to the boots in accordance with application instructions on the ICEX container. NOTE ICEX may be beneficial as an ice adhesion depressant. Both Age Master No. 1 and ICEX are distributed by the B.F. Goodrich Company. CAUTION ICEX contains silicone, which lessens paint adhesion. Use care when applying ICEX, and protect adjacent surfaces 8-18 Ii September 1981 0 CESSNA MODEL T210N SECTION 8 HANDLING, SERVICE & MAINTENANCE from overspray, since overspray of ICEX will make touchup painting almost impossible. Age Master No. 1 and ICEX coatings last approximately 150 hours on the wing and stabilizer de-ice boots and 15 hours on propeller anti-ice boots. ,—- Small tears and abrasions on de-ice boots can be repaired temporarily without removing the boots and the conductive coating can be renewed. Your Cessna Dealer has the proper materials and know-how to do this correctly. LANDING GEAR CARE ( Cessna Dealer’s mechanics have been trained in the proper adjustment and rigging procedures on the airplane hydraulic system. To assure trouble-free operation, have your Cessna Dealer check the gear regularly and make any necessary adjustments. Only properly trained mechanics should attempt to repair or adjust the landing gear. ENGINE CARE An engine and accessories wash-down should be accomplished during each 100-hour inspection to remove oil, grease, salt corrosion or other residue that might conceal component defects during inspection. Also periodic cleaning can be very effective in preventive maintenance. ( Precautions should be taken when working with cleaning agents such as wearing of rubber gloves, an apron or coveralls and a face shield or goggles. Use the least toxic of available cleaning agents that will satisfac torily accomplish the work. These cleaning agents include: (1) Stoddard solvent (Specification P-D-680, Type II), (2) a water base alkaline detergent cleaner (MIL-C-25769J) mixed 1 part cleaner, 2 to 3 parts water and 8 to 12 parts Stoddard solvent, or (3) a solvent base emulsion cleaner (MIL-C 43616B) mixed 1 part cleaner and 3 parts Stoddard solvent. CAUTION Do not use gasoline or other highly flammable substance for wash-down. Perform all cleaning operations in well ventilated work areas, and ensure that adequate fire-fighting and safety equipment is available. Do not smoke or expose a flame within 100 feet of the cleaning area. Compressed air, used for cleaning agent application or drying, should be regulated to the lowest practical pressure. Use of a stiff bristle fiber brush rather than a steel brush is recommended if cleaning agents do not remove excess 11 September 1981 8-19 CESSNA MODEL T21ON SECTION 8 HANDLING, SERVICE & MAINTENANCE grease and grime during spraying. A recommended procedure for cleaning an engine and accessories is as follows: 1. Remove engine cowling. CAUTION Do not attempt to wash an engine which is still hot or running. Allow the engine to cool before cleaning. 2. Use fresh water for wash-down when the engine is contaminated with salt or corrosive chemicals. A cleaning agent such as des cribed previously may then be used to remove oil and grime. CAUTION Care should be exercised to not direct cleaning agents or water streams at openings on the starter, magnetos, alternator(s), vacuum pump(s) and turbocharger pressure relief valve. 3. Thoroughly rinse with clean, warm water to remove all traces of cleaning agents. CAUTION Cleaning agents should never be left on engine compo nents for an extended period of time. Failure to remove them may cause damage to components such as neoprene seals and silicone fire sleeves, and could cause additional corrosion. 4. 5. 8. 7. Completely dry the engine and accessories using clean, dry compressed air. If desired, the engine cowling may be washed with the same cleaning agents, then rinsed thoroughly and wiped dry. Reinstall engine cowling. Before starting the engine, rotate the propeller by hand no less than four complete revolutions. I WARNING I For maximum safety, check that the ignition switch is OFF, the throttle is closed, the mixture control is in the idle 8-20 11 September 1981 C) CESSNA MODEL T21ON SECTION 8 HANDLING, SERVICE & MAINTENANCE cut-off position, and the airplane is secured before rotating the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller. INTERIOR CARE To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly with cleansing tissue or rags. Don’t pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. ,— ( Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be cleaned with foam-type deter gent, used according to the manufacturer’s instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. If your airplane is equipped with leather seating, cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds. The soap suds, used sparingly, will remove traces of dirt and grease. The soap should be removed with a clean damp cloth. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic. 11 September 1981 8-21 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL T21ON BULB REPLACEMENT DURING FLIGHT Figure 8-2 provides instructions to aid the pilot in the replacement of defective light bulbs during flight without tools. It is suggested that spare bulbs be stored in the map compartment. However, if a spare bulb is not available, an identical bulb which is found to be available from other lights listed herein can be substituted for the defective bulb. For a listing of other bulb requirements and specific tools needed, refer to the Service Manual for this airplane. POST LIGHTS Grasp lens cap and pull straight out from socket. Pull bulb from cap and replace with MS25237-327 bulb. Replace cap in socket and rotate cap to direcs light in desired direction. t LANDING GEAR LIGHTS, DE-ICE PRESSURE LIGHT, LOW VOLTAGE LIGHT, ALTERNATOR OFF LIGHTS AND RADAR ALTIMETER LIGHT. Remove lens cap by turning counterclockwise until it separates from housing. Pull bulb from back side of lens cap and replace with MS25237-327 bulb. Replace lens cap by turning it clockwise until hand-tight. After replacing lens cap, check that dimming shutter is not closed. Replacement procedure is identical for “gear up” and “gear down” lights, and either bulb may be used to replace the other, if a spare bulb is not available. I’ CONTROL WHEEL MAP LIGHT Grasp rim of bulb, push straight up and turn counterclockwise as far as possible, then pull bulb straight down and out of socket. Replace with 24RB bulb. To install new bulb in socket, align pins on bulb with slots in socket, then push straight up and rotate bulb clockwise as far as possible. Figure 8-2. Bulb Replacement 8-22 ii September 1981 0 CESSNA MODEL T210N SECTION 9 SUPPLEMENTS SECTION 9 SUPPLEMENTS (Optional Systems Description & Operating Procedures) TABLE OF CONTENTS Introduction General: 1 Air Conditioning System (6 pages) 2 Convenience Table (2 pages) 3 Digital Clock (4 pages) -4 Dual Alternator System (6 pages) -S/Electric Elevator Trim System • (2 pages) 6 Engine Combustion Analyzer (2 pages) 7 Fuel Computer/Digital Clock (8 pages) (\ ‘ 7 8 Ground Service Plug Receptacle (4 pages) 9.-Known Icing Equipment (10 pages) I 10 Oxygen System • (6 pages) 1 VPropeller Anti-Ice System (4 pages) 12 Strobe Light System (2 pages) 13 Windshield Anti-Ice System (2 pages) 14 Wing And Stabilizer De-Ice System (6 pages) Avionics: 15 Audio Control Panels (8 pages) 16 Cassette Stereo AM/FM Entertainment Center (8 pages) (Type EC-100) 17,DME (Type 450C) (4 pages) 18 Emergency Locator Transmitter (ELT) • (4 pages) (4 pages) 19 Radar Altimeter (Bonzer Impatt) 20 RNAV (Type ANS-351C) (14 pages) 21 Slaved Horizontal Situation Indicator (Type IG-832A) (4 pages) 22 SSB HF Transceiver (Type ASB-125) (4 pages) 23 Unslaved Horizontal Situation Indicator (Type IG-832C) (4 pages) 24 Weather Radar (Type RDR-160) (10 pages) ‘5 Weather Radar (Type RDR-160 Color) (12 pages) (12 pages) .) !6 Weather Radar (Type RDR-160 XD) 27 Weather Radar (Type Weather Scout II) (8 pages) 28 200A Navomatic Autopilot (Type AF-295B) (6 pages) 29 300 ADE (Type R-546E) (6 pages) I ,— 11 September 1981 Revision 1 16 December 1981 - 9-1 SECTION 9 SUPPLEMENTS CESSNA MODEL T21ON TABLE OF CONTENTS (Continued) 30 300 Nay! Corn (Type RT-385A) 31 300 Nay! Corn (Type RT-385A) With 400 Area Navigation System (Type RN-478A) 32 300A Navomatic Autopilot (Type AF-395A) 33 400 ADF (Type R-446A) 34 400 Area Navigation System (Type RN-478A) 35 400 DME (Type R-476A) 36 400 Glide Slope (Type R-443B) 37 400 Marker Beacon (Type R-402A) 38 400 Nay! Corn (Type RT-485A) 39 400 Nay! Corn (Type RT-485B) 40 400 Nay! Corn (Type RT-485A) With 400 Area Navigation System (Type RN-478A) 41 400 Nay! Corn (Type RT-485B) With 400 Area Navigation System (Type RN-478A) 42 400 Radio Magnetic Indicator (Type IN-404A) 43 400 Transponder (Type RT-459A) And Optional Altitude Encoder (Blind) With Optional IDENT Switch 44 400 Transponder (Type RT-459A) And Optional Encoding Altimeter (Type EA-401A) With Optional IDENT Switch 45 400B Integrated Flight Control System (Type IF-550A) 46 400B Navornatic Autopilot (Type AF-550A) 47 800 Encoding Altimeter (Type EA-801A) With Altitude Alerter (Type AA-801A) . • • • • • • • • • (8 pages) (8 (8 (6 (6 (4 (4 (6 (10 (12 C pages) pages) pages) pages) pages) pages) pages) pages) pages) • (10 pages) (12 pages) (4 pages) . • (6 pages) • (6 pages) • (18 pages) • (14 pages) • (8 pages) 0 9-2 11 September 1981 CESSNA MODEL T21ON SECTION 9 SUPPLEMENTS INTRODUCTION This section consists of a series of supplements, each covering a single optional system which may be installed in the airplane. Each supplement contains a brief description, and when applicable, operating limitations, emergency and normal procedures, and performance. As listed in the Table of Contents, the supplements are classified under the headings of General and Avionics, and have been provided with reference numbers. Also, the supplements are arranged alphabetically and numerically to make it easier to locate a particular supplement. Other routinely installed items of optional equipment, whose function and operational procedures do not require detailed instructions, are discussed in Section 7. Limitations contained in the following supplements are FAA approved. Observance of these operating limitations is required by Federal Aviation Regulations. 11 September 1981 9-3/(9-4 blank) 0 0 000 0 1 PILOT’S OPERATING HANDBOOK SUPPLEMENT AIR CONDITIONING SYSTEM MODEL T210N SUPPLEMENT AIR CONDITIONING SYSTEM SECTION 1 GENERAL The air conditioning system provides comfortable cabin temperatures during hot weather operations, both on the ground or in flight. Controls for the air conditioning system are located in the overhead console above the front seats. The controls consist of two rotary switches and a push-pull lever, labeled OVERHEAD AIR SELECTOR. Rotating the switch, labeled TEMP. to the ON position starts the system compressor. NOTE The compressor will not operate unless the AIR control switch is in the LOW, MED or HI position. ( ( \ With continued clockwise rotation from ON, progressively cooler cabin temperature is obtained by longer cycles of compressor operation. When the switch is rotated fully clockwise, the compressor runs continuously to provide the coolest cabin temperature. Airflow is controlled by the switch, labeled AIR, which rotates clockwise from OFF through three positions, labeled LOW, MED and HI, to provide three blower speeds. Positioning the overhead air selector lever to its forward position, labeled FRESH AIR, supplies outside air from inlets located in both wings to the air condition ing system. When moved to the aft position, labeled CABIN AIR, the overhead air selector shuts off air from the wing inlets, and instead, only allows air from inside the cabin to circulate through the air conditioning system. System electrical protection is provided by a 10-amp circuit breaker, labeled A/C FAN, and a 15-amp circuit breaker, labeled COND FAN, located on the left sidewall circuit breaker panel. In this system (see figure 1), a belt-driven compressor is located on the right front side of the engine. Twin evaporator coils with blowers, located above the headliner in the cabin top, direct cold air to eight adjustable outlets in the overhead console. Refrigerant lines under the floorboards and in the cabin top interconnect the compressor, evaporators and the condenser and blower unit located behind the aft baggage compartment wall in the aft fuselage. To provide outside cooling air to the condenser, an inlet and an outlet are located on the left side and bottom, respectively, of the aft fuselage. Protective covers are provided to replace the condenser 11 September 1981 1 of 6 AIR CONDITIONING SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT SYSTEM CONTROL SWITCHES IN OVERHEAD CONSOLE) 0 - EVAPORATOR AND BLOWER IT VP ICA L I T0 AIR CONTROL SWITCH ITYPICAL) 0 0 CODE OUTSIDE AIR 0 COLD AIR RETURN AIR LIQUID REFRIGERANT ‘ I SCET —_ VAPOR REFRISERANT ELECTRICAL CONNECTION DRAIN LINE FOOM I CONNECTION Figure 1. Air Conditioning System 11 September 1981 1 PILOT’S OPERATING HANDBOOK SUPPLEMENT AIR CONDITIONING SYSTEM MODEL T2ON inlet louvers and outlet duct during off-season flight operations. NOTE Do not operate the air conditioner with the condenser covers installed. Access for servicing the system is provided through the aft baggage compartment wall to the receiver/dryer sight glass, and through a floorboard inspection cover beneath the pilot’s seat to the Schrader valves. Refer to the Air Conditioner Service/Parts Manual for specific testing, servicing procedures, and instructions for removing and replacing system components. SECTION 2 LIMITATIONS The air conditioning system must not be operated during takeoff and landing. When the system is installed, the airplane must be equipped with a placard located on the instrument panel which reads as follows: TURN OFF AIR CONDITIONER FOR TAKEOFF AND LANDING SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the air conditioning system is installed. SECTION 4 NORMAL PROCEDURES PREFLIGHT INSPECTION During the preflight (walk around) inspection, open cabin doors to aid in cool-down of the cabin before flight. Air conditioning system compo nents should be inspected as follows: 11 September 1981 3 1 AIR CONDITIONING SYSTEM MODEL T210N 1. 2. 3. 4. PILOT’S OPERATING HANDBOOK SUPPLEMENT Check compressor condition and drive belt for tightness. Check hoses (where visibility permits) from compressor to the condenser and evaporators for evidence of damage or leakage. Check condenser inlet on left side of aft fuselage and outlet on the bottom of the aft fuselage for condition and blockage. Check condensate drain at left main landing gear cutout for damage or blockage. OPERATION ON GROUND After preflight inspection and engine start, use the following procedures for quickest reduction of hot cabin temperatures prior to takeoff: 1. 2. 3. 4. 5. 6. 7. Cabin Doors and Windows CLOSED. Cabin Air and Auxiliary Cabin Air Controls PUSHED IN. Overhead Air Selector CABIN AIR. Overhead Air Outlets OPEN. AIR Control Switch HI. TEMP Control Switch ROTATED FULLY CLOCKWISE. Throttle 1000 RPM. -- -- -- -- -- -- -- NOTE If the temperature of the air coming from the outlets does not start to cool within a minute or two, the system may be malfunctioning and should be turned off. 8. After Initial Cool-Down as desired. -- REPOSITION AIR and TEMP controls BEFORE TAKEOFF 1. 2. TEMP Control Switch OFF. AIR Control Switch AS DESIRED. -- -- OPERATION IN FLIGHT Initially, it may be desirable to operate the system at its coldest setting and highest blower speed for fast cool-down. Later in the flight, adjustment of the controls to reduced settings and selection of fresh air may be more comfortable. During extended flight when temperature and humidity are extremely high, the evaporator coils may frost over. Normally, the compressor cycles off when temperatures in the evaporators near 32°F (0° C). However, when the TEMP control is at its coldest setting, the compressor runs continuously. Therefore, if fTost does form as evidenced by reduced cooling 11 September 1981 0 1 PILOT’S OPERATING HANDBOOK SUPPLEMENT ,-- — AIR CONDITIONING SYSTEM MODEL T210N slightly toward airflow, move the temperature control counterclockwise r) control. (blowe AIR the of n positio HI the the OFF position and select sufficiently to ature temper rge discha ator evapor e increas should This clear the frost. NOTE A high pressure safety switch in the air conditioning system disengages the compressor clutch and stops sys tem operation in the event the system becomes overloaded. The system will cycle on again when the pressure reduces. However, if cooling ability cannot be restored within a reasonable amount of time, the system may be malfunc tioning and should be turned off. ( When maximum cabin cooling is desired during cruise, opening the cowl flaps 1/4 to 1/3(2 to 3 notches from full close) will help provide more nal comfortable front cabin temperatures with only a 1 to 2 knot additio speed loss. tion The blower portion of the system may be used anytime air circula TEMP the leaving by plished accom is . This desired air) is (outside or cabin r) control control switch in the OFF position and placing the AIR (blowe . desired as ns positio or HI MED LOW, switch in the BEFORE LANDING 1. 2. OFF. TEMP Control Switch AS DESIRED. AIR Control Switch -- -- AFTER LANDING The TEMP control switch may be rotated from OFF to a position which ng on will maintain cabin temperature at a comfortable level while operati the ground. SECTION 5 PERFORMANCE FPM loss in There is a 1 KTAS decrease in cruise performance and a 20 essor is compr the When d. installe rate of climb when the air conditioner is nal 20 FPM additio an and loss KTAS to 2 nal 1 additio an is there d, engage climb loss. 11 September 1981 1 AIR CONDITIONING SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been demonstrated for the airplane with this equipment installed and operating with an outside air tempera ture 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 of the basic handbook for engine operating limitations. 11 September 1981 2 PILOT’S OPERATING HANDBOOK SUPPLEMENT CONVENIENCE TABLE MODEL T21ON SUPPLEMENT CONVENIENCE TABLE SECTION 1 GENERAL The convenience table and its stowage compartment are installed on the back of the pilot’s or copilot’s seat for use by the second row pas sengers. The table is equipped with guides which follow tracks inside the stowage compartment. SECTION 2 LIMITATIONS The following information must be presented in the form of a placard located on the back of the convenience table. STOW LEAF DURING TAKEOFF AND LANDING SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the convenience table is installed. 11 September 1981 1 of 2 2 CONVENIENCE TABLE MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES To remove the table from the stowage compartment, grasp the handle near the top edge of the leaf, slide it upward and aft until the leaf contacts the stops at the top of the compartment. Stowing the table is accomplished by rotating it upward and sliding it back down into the stowage compart ment. Q SECTION 5 PERFORMANCE There is no change to the airplane performance when the convenience table is installed. C 0 0 11 September 1981 3 PILOT’S OPERATING HANDBOOK SUPPLEMENT DIGITAL CLOCK MODEL T21ON SUPPLEMENT DIGITAL CLOCK SECTION 1 GENERAL The Astro Tech LC-2 Quartz Chronometer (see figure 1) is a precision, solid state time keeping device which will display to the pilot the time-ofday, the calendar date, and the elapsed time interval between a series of selected events, such as in-flight check points or legs of a cross-country flight, etc. These three modes of operation function independently and can be alternately selected for viewing on the four digit liquid crystal display (LCD) on the front face of the instrument. Three push button type switches directly below the display control all time keeping functions. These control functions are summarized in figures 2 and 3. The digital display features an internal light (back light) to ensure good visibility under low cabin lighting conditions or at night. The intensity of the back light is controlled by the ENG-RADIO lights rheostat. In addition, the display incorporates a test function (see figure 1) which allows checking that all elements of the display are operating. To activate the test function, press the LH and RH buttons at the same time. SECTION 2 LIMITATIONS There is no change to the airplane limitations when the digital clock is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the digital clock is installed. 11 September 1981 1 of 4 3 DIGITAL CLOCK MODEL T210N PILOT’S OPERATING HANDBOOK SUPPLEMENT Display Indicator (Colon) Timer Mode Indicator C Clock Mode Indicator (12 Hour Format Only) Button Button Center Push Button Pigure 1. Digital Clock C SECTION 4 NORMAL PROCEDURES 0 CLOCK AND DATE OPERATION When operating in the clock mode (see figure 2), the display shows the time of day in hours and minutes while the activity indicator (colon) will blink off for one second each ten seconds to indicate proper functioning. If the RH push button is pressed momentarily, while in the clock mode, the calendar date appears numerically on the display with month of year to the left of the colon and day of the month shown to the right of the colon. The display automatically returns to the clock mode after approximately 1.5 seconds. However, if the RH button is pressed continuously longer than approximately two seconds, the display will return from the date to the clock mode with the activity indicator (colon) blinking altered to show continuously or be blanked completely from the display. Should this occur, simply press the RH button again for two seconds or longer, and correct colon blinking will be restored. C NOTE The clock mode is set at the factory to operate in the 24hour format. However, 12-hour format operation may be selected by changing the position of an internal slide switch accessible through a small hole on the bottom of the instrument case. Notice that in the 24-hour format, the clock mode indicator does not appear. 11 September 1981 0 3 DIGITAL CLOCK MODEL T2ON PILOT’S OPERATING HANDBOOK SUPPLEMENT Hours Digits Minutes Digits Resets timer to LH Button: Sets date and time of day (when used with RH button). LH Button: “zero”. Center Button: Alternately displays clock or timer status Center Button: Alternately displays clock or timer status Shows calendar RH Button: date momentarily; display returns to clock mode after 1.5 seconds. Alternately starts RH Button: and stops timer; timer starts from any previously accumu lated total. Figure 2. Clock Mode Figure 3. Timer Mode SETTING CORRECT DATE AND TIME The correct date and time are set while in the clock mode using the LH and RH push buttons as follows: press the LH button once to cause the date to appear with the month flashing. Press the RH button to cause the month to advance at one per second (holding button), or one per push until the correct month appears. Push the LH button again to cause the day of month to appear flashing, then advance as before using RH button until correct day of month appears. Once set correctly, the date advances automatically at midnight each day. February 29 of each leap year is not programmed into the calendar mode, and the date will advance to March 1. This may be corrected the following day by resetting the mode back to March 1. ii September 1981 3 3 DIGITAL CLOCK MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT Pressing the LH button two additional times will cause the time to appear with the hours digits flashing. Using the RH button as before. advance the hour digits to the correct hour as referenced to a known time standard. Another push of the LH button will now cause the minutes digits to flash. Advance the minutes digits to the next whole minute to be reached by the time standard and “hold” the display by pressing the LH button once more. At the exact instant the time standard reaches the value “held” by the display, press the RH button to restart normal clock timing, which will now be synchronized to the time standard. In some instances, however, it may not be necessary to advance the minutes digits of the clock; for example when changing time zones. In such a case, do not advance the minutes digits while they are flashing. Instead. press the LH button again, and the clock returns to the normal time keeping mode without altering the minutes timing. TIMER OPERATION The completely independent 24-hour elapsed timer (see figure 3) is operated as follows: press the center (MODE) push button until the timer mode indicator appears. Reset the display to “zero” by pressing the LH button. Begin timing an event by pressing the RH button. The timer will begin counting in minutes and seconds and the colon (activity indicator) will blink off for 1/10 second each second. When 59 minutes 59 seconds have accumulated, the timer changes to count in htiurs and minutes, up to a maximum of 23 hours, 59 minutes. During the qcant in hours and minutes, the colon blinks off for one second each ten seconds. To stop timing the event, press the RH button once again and the time shown by the display is “frozen”. Successive pushes of the RHtutton will alternately restart the count from the “held” total or stop the count at a new total. The hold status of the timer can be recognized by l?ck of colon activity, either continuously on or continuously off. The timer can be reset to “zero” at anytime using the LH button. SECTION 5 PERFORMANCE There is no change to the airplane performance when the digital clock is installed, 11 September 1981 4 PILOT’S OPERATING HANDBOOK SUPPLEMENT DUAL ALTERNATOR SYSTEM MODEL T210N SUPPLEMENT DUAL ALTERNATOR SYSTEM SECTION 1 GENERAL ( L ( The dual 60-amp alternator system (see figure 1) modifies the existing system (for details of the existing system, refer to Section 7 Electrical System paragraphs in the basic handbook). The dual alternator system front side of the features a second 60-amp alternator, located on the left engine, belt-driven by the propeller shaft. Each alternator is controlled by a special ACU (alternator control unit) which includes circuits to operate a line contactor and provide alternator load sharing (within 15 amps under low-load conditions). A field switch for the second alternator is provided by installing a triple-rocker master switch in place of the double-rocker master switch. The switch is labeled MASTER ON, ALT 1, BAT, and ALT 2. Additional field and output circuit breakers and a push button alternator restart switch, labeled ALT RESTART PUSH ON, are located on the left sidewall circuit breaker panel. The ALT RESTART switch is used in conjunction with a drycell battery pack, located under the floor access panel below the pilot’s seat, to provide alternator restart capability in the event of a failure in the airplane battery system. Additional system monitoring capability is provided by two warning lights, located below the LOW VOLTAGE light on the upper left side of the instrument panel. The lights, labeled ALT OFF, ALT 1, and ALT 2, are the press-to-test type and contain dimming shutters for night operation. The bulbs are interchangea ble with the landing gear indicator bulbs. A volt/ammeter replaces the existing ammeter on the right side of the instrument panel. A rotary type volt/amp selector switch, adjacent to the volt/ammeter, has three AMP (amperage) and one VOLT (voltage) positions. The amperage positions are labeled ALT 1, ALT 2, and BAT, and the voltage position is labeled VOLT, and monitors bus voltage. The rocker type avionics power switch, on the left sidewall circuit breaker panel, is replaced by two toggle type switches. The switches furnish primary and standby (emergency) electrical power to the avionics bus, and are labeled AVN PWR, STBY, and PRIM. They are OFF in the down position, and ON in the up position. 11 September 1981 1 of 6 4 DUAL ALTERNATOR SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT C C 0 C C CIRCUIT SPEAKER IFS LL-S F F PUSH TORESETI D. —If-4- U SCSI I 11115K 55 IPUSH TO HESETI CAIACI 1,1, 15151 FILTER flUTE SHUNT - FUSE ALT RESTART BATTERY PACK NUMBER 2 ALT LINE CONTACTOR Figure 1. Dual Alternator System 11 September 1981 4 PILOT’S OPERATING HANDBOOK SUPPLEMENT DUAL ALTERNATOR SYSTEM MODEL T210N SECTION 2 LIMITATIONS There is no change to the airplane limitations when the dual alternator system is installed. SECTION 3 EMERGENCY PROCEDURES ONE ALT OFF LIGHT ILLUMINATED 1. 2. 3. Cycle affected alternator section of the master switch off and ON. If ALT OFF light is still illuminated, turn off affected alternator section and reduce electrical load to extinguish LOW VOLTAGE light if illuminated. If affected alternator ALT REG circuit breaker is tripped, reset and repeat steps 1 and 2. If affected alternator ALT circuit breaker is tripped: 4. 5. 6. 7. 8. Select affected alternator on volt! ammeter switch and turn on affected alternator section while monitoring output. If significant output is indicated, turn off alternator and continue or terminate flight with electrical load reduced to capacity of single alternator. If no output is indicated, turn off alternator, reset ALT circuit breaker, and turn alternator on again. If ALT circuit breaker trips again or output is excessive relative to equipment load, turn off the affected alternator section of the master switch and continue or terminate flight with electrical load reduced to capacity of single alternator. If output is not excessive relative to equipment load, disregard ALT OFF light and have system checked prior to next flight. LOSS OR SUDDEN REDUCTION OF ALL ELECTRICAL POWER 1. If ALT circuit breakers are tripped, reset. 2. Cycle both alternator sections of the master switch off and ON. If electrical power is restored: 3. Continue normal operation and have system checked prior to next flight. 11 September 1981 Revision 1 16 December 1981 - I 4 DUAL ALTERNATOR SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT If electrical power is not restored: 3. 4. 5. Turn BAT section of master switch off. Turn PRIM avionics power switch and electrical equipm ent off. Depress and release ALT RESTART push button. -‘ If electrical power is restored: 6. 7. 8. Check that LOW VOLTAGE, ALT 1, and ALT 2 lights are extin guished. Turn PRIM avionics power switch and electrical equipm ent on as desired. Continue or terminate flight with BAT section of master switch turned off. If electrical power is not restored: 6. 7. 8. Pull both ALT circuit breakers off and turn off the alternator sections of the master switch. Set volt/ammeter selector switch to BAT and observe as the BAT section of the master switch is turned ON. If the volt! ammeter shows a full scale discharge, turn BAT section of the master switch off and terminate the flight without electrical power. With normal battery discharge, use essential avionics and electri cal equipment as required, and terminate the flight as soon as practical. LOSS OF AVIONICS POWER 1. 2. Turn PRIM avionics power switch OFF. Turn STBY avionics power switch ON. SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF The following functional check of the dual alterna tor system is recommended prior to each flight: 1. 2. Run the engine at a minimum speed of 1000 RPM with some electrical equipment turned on and both avionics power switches turned OFF. Turn ALT 1 and ALT 2 sections of the master switch off. Revision 1 - 11 September 1981 16 December 1981 r) 4 PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. DUAL ALTERNATOR SYSTEM MODEL T21ON Verify LOW VOLTAGE and both ALT OFF warning lights are illuminated. NOTE There may be a short time delay required for the LOW VOLTAGE light to illuminate depending on battery state of charge and load. 4. 5. 6. 7. 8. 9. 10. 11. Turn ALT 1 section ON and verify LOW VOLTAGE and ALT 1 lights extinguished. Select ALT 1 on volt/ammeter switch and verify an indication that the alternator is supplying power to the system. Turn ALT 1 section off. Turn ALT 2 section of the master switch ON and verify LOW VOLTAGE and ALT 2 lights extinguished. Select ALT 2 on volt/ammeter switch and verify an indication that the alternator is supplying power to the system. Turn ALT 1, and ALT 2 sections of the master switch ON for normal operation. Select BAT position on volt/ammeter switch and verify that the battery is being charged. Select VOLT position on volt/ammeter switch and verify that voltage indication is normal (28.0 ± 1 volts). ALTERNATOR EMERGENCY RESTART SYSTEM The following system check should be performed approximately every 25 hours: i. 2. 3. 4. Run the engine at a minimum speed of 1000 RPM with both avionics power switches turned OFF and some electrical equip ment turned on. Turn all 3 sections of the master switch off. Turn ALT 1, and ALT 2 sections ON, depress and release alternator restart button. Verify LOW VOLTAGE, ALT 1, and ALT 2 warning lights are extinguished. NOTE It may be necessary to turn on additional equipment such as landing and taxi lights for both ALT OFF lights to be extinguished. Due to component tolerances and low signal levels, it may be normal for either ALT 1 or ALT 2 light to be illuminated when the total load on both alternators is less than 15 amps. 11 September 1981 5 4 DUAL ALTERNATOR SYSTEM MODEL T21ON 5. PILOT’S OPERATING HANDBOOK SUPPLEMENT Turn all 3 sections of the master switch ON for normal operation. NOTE The alternator restart drycell battery pack supplies suffi cient electrical power for approximately 100 alternator restarts. The battery pack should be replaced biannually or sooner if the alternators cannot be restarted under a heavy electrical load. During flight, occasionally monitor the system by utilizing the volt/amp selector switch to check the ALT 1, ALT 2, BAT, and VOLT functions. Excessively uneven output (greater than 20-amps) between the alternators indicates the system should be checked and adjusted prior to the next flight. Due to the component tolerance and low signal levels, it may be normal for one ALT OFF light to be illuminated when the total load on both alternators is less than 15 amps. However, the ONE ALT OFF LIGHT ILLUMINATED system check in Section 3 of this supplement should be made. Since the avionics power standby switch is not used in normal operation of the system, check it occasionally to verify its function by turning the AVN PWR PRIM switch OFF and the STBY switch ON. This action may help avoid a possible malfunction of this switch caused by its infrequent use. ( ‘—‘ SECTION 5 PERFORMANCE There is no change to the airplane performance when the dual alterna tor system is installed. 0 11 September 1981 5 PILOT’S OPERATING HANDBOOK SUPPLEMENT ELECTRIC ELEVATOR TRIM SYSTEM MODEL T21ON SUPPLEMENT ELECTRIC ELEVATOR TRIM SYSTEM SECTION 7 GENERAL ( ç The electric elevator trim system provides a simple method of reliev ing pitch control pressures without interrupting other control operations to adjust the manual elevator trim wheel. The system is controlled by a slide-type trim switch on the top of the left control wheel grip, a disengage switch on the left side of the control wheel pad and a “pull-off” type circuit breaker on the left sidewall circuit breaker panel. Pushing the trim switch in the to the forward position, labeled DN, moves the elevator trim tab UP the aft to switch the pulling conversely, “nose down” direction; is position moves the tab in the “nose up” direction. When the switch elevator and position, off center to the returns released, it automatically trim tab motion stops. The disengage switch, labeled ELEC TRIM DISEN GAGE, disables the system when placed in the DISENGAGE position. The a elevator trim circuit breaker, labeled TRIM PULL-OFF, is provided as to pulled be can and system the to power electrical all of secondary control the off position in case of a system malfunction. A servo unit (which includes a motor and chain-driven, solenoidthe operated clutch) actuates the trim tab to the selected position. When trim clutch is not energized (trim switch off) the electric portion of the system freewhdels so that manual operation is not affected. The electric the trim system can be overridden at any time by manually rotating tab. trim the drives that servo the overriding thus wheel, trim elevator SECTION 2 LIMITATIONS The following limitation applies to the electric elevator trim system: 1. The maximum altitude loss during an electric elevator trim malfunction may be as much as 250 feet. 11 September 1981 1 of 2 ELECTRIC ELEVATOR TRIM SYSTEM MODEL T2iON PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES 1. 2. 3. Elevator Trim Disengage Switch DISENGAGE. Elevator Trim Circuit Breaker PULL-OFF for the remainder of the flight. Manual Trim AS REQUIRED. - - - Q - -- SECTION 4 NORMAL PROCEDURES 0 To operate the electric elevator trim system. proceed as follow s: 1. 2. 3. 4. 5. Master Switch ON. Elevator Trim Circuit Breaker PUSH-TO-RESET, if off. Elevator Trim Disengage Switch ON. Trim Switch ACTUATE as desired. Elevator Trim Position Indicator CHECK. -- -- -- -- -- NOTE To check the operation of the disengage switch, actuate the elevator trim switch with the disengage switch in the DISENGAGE position. Observe that the manual trim wheel and indicator do not rotate when the elevator trim switch is activated. SECTION 5 PERFORMANCE There is no change to the airplane performance when this trim system is installed. C 11 September 1981 6 PILOT’S OPERATING HANDBOOK SUPPLEMENT ENGINE COMBUSTION ANALYZER MODEL T21ON SUPPLEMENT ENGINE COMBUSTION ANALYZER SECTION 1 GENERAL ,— ( An engine combustion analyzer system, useful as an aid for mixture leaning in cruising flight at 80% power or less, and detection of possible combustion problems, may be installed in the airplane. This system is similar to the economy mixture indicator (EGT) but employs additional components so that exhaust gas temperature (EGT) of the individual engine cylinders can be monitored. The combustion analyzer system consists of an instrument panelmounted indicator with selector switch (see figure 1), seven temperature sensing probes installed in the engine exhaust system, and wiring con necting the indicator to the probes. The system does not require airplane electrical power for proper operation. SECTION 2 LIMITATIONS There is no change to the airplane limitations when the engine combustion analyzer system is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the engine combustion analyzer system is installed. 11 September 1981 1 of 2 6 ENGINE COMBUSTION ANALYZER MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT AWLSTABLE REFEREF’CE NEEDLE SELECTOR SWTCH INDEX DOT SELECTOR SWTCH TENVERAThRE INDICATOR NEEDLES C 0 Figure 1. Engine Combustion Analyzer Indicator C SECTION 4 NORMAL PROCEDURES The operation of the combustion analyzer system is similar to the economy mixture indicator (see Section 4 of the basic handbook) with the exception that the pilot can monitor individual cylinder exhaust gas temperatures by selecting the desired cylinder using the indicator selector switch (see figure 1). Aligning a number on the selector switch with the white index dot on the indicator face selects the corresponding engine cylinder for temperature sensing. For example, position 1 is engine cylinder number 1. Position? selects the turbine inlet temperature indica tion and is, thus, used as a “single point” system like the economy mixture indicator. Normally, leaning of fuel-air mixtures is accomplished using position 7. Position 7 temperature is normally 25°F to 100°F higher than the other positions, except at low cruise powers. All performance data shown in Section 5 of the basic handbook is based on use of the engine combustion analyzer selector switch set on the number 7 position. 0 0 For combustion problem detection procedures, refer to the combustion analyzer manufacturer’s information provided in the airplane when this equipment is installed. SECTION 5 PERFORMANCE C There is no change to the airplane performance when the engine combustion analyzer system is installed. 11 September 1981 7 FUEL COMPUTER/ DIGITAL CLOCK MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT SUPPLEMENT FUEL COMPUTER/DIGITAL CLOCK SECTION 1 GENERAL The Astro Tech FT-2 Fuel Computer/Digital Clock (see figure 1) is a dual function instrument providing a complete fuel management system and a multi-purpose time keeping device in a single instrument with each function sharing a common display panel. The instrument may be used as a replacment for the digital or electric clock, and may be mounted in the same location on the instrument panel. ( _— The fuel computer portion of the instrument displays the following selections: fuel flow as measured by an engine mounted transducer, total fuel used, current fuel remaining and time remaining based on fuel remaining at the current flow rate. Fuel quantities are displayed in pounds with a gallon display available by utilizing a push button located below and to the right of the display. When time remaining at the current flow rate reaches 45 minutes or less, the display will be blanked from one-tenth to three-tenths of a second per second in all of the selections. The digital clock portion of the instrument displays the following selections: current time of day in either local (LCL) or Greenwich Mean Time (GMT) in hours and minutes, cumulative flight time in minutes and SELECTOR SWITCH FUEL COMPUTER SELECTIONS LB REM\7 FLT TIME -TIME REM LCL/GMT-. DIGITAL CLOCK SELECTIONS LFUELJ 1—TIME—i w .4 PROGRAMMING BUTTON w w o1b4 GMT SEC FT-2 As,. TECH PROGRAMMING BUTTON Figure 1. Fuel Computer/Digital Clock 11 September 1981 1 of 8 7 FUEL COMPUTER! DIGITAL CLOCK MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT seconds (first hour) and hours and minutes (up to 100 hours) whenever fuel flow is greater than 25 to 30 pounds per hour (PPH) and elapsed time in minutes and seconds (first hour) and hours and minutes (up to 100 hours). Fuel selections and time selections are made by utilizing a rotary-type selector switch common to both functions. Two push-buttons, located below the display, are used to program the fuel computer/digital clock. If power is interrupted during programming sequences, such as the reset sequence, it is possible for the instrument to enter a “locked up” condition in which the display will not change with selector switch selection. Should this occur, if will be necessary to remove both the display power and the keep-alive power from the instrument to clear the condition. Display power is removed by turning off the master switch. Keep alive power is removed by removing the clock fuse from the fuseholder located on the firewall near the battery. Replace the clock fuse and turn the master switch on. The instrument should now operate normally, but will have to be reprogrammed as outlined in the power interruption paragraph in Section 4 of this supplement. SECTION 2 LIMITATIONS There is no change to the airplane limitations when the fuel computer/ digital clock is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the fuel computer/digital clock is installed. SECTION 4 NORMAL PROCEDURES FUEL COMPUTER OPERATION The fuel computer contains five selections (see figure 2). They are selected by rotating the selector switch to the positions labeled ADD, FLOW, LB USD, LB REM, and TIME REM. These selections, when used in 11 September 1981 7 PILOT’S OPERATING HANDBOOK SUPPLEMENT FUEL COMPUTER! DIGITAL CLOCK MODEL T21ON SELECTOR SWITCH FUEL COMPUTER SELECTIONS FUEL COMPUTER DISPLAY PANEL PROGRAMMING BUTTON Figure 2. Fuel Computer Controls and Display proper sequence with the programming buttons, will correctly program the computer. The fuel quantity added during servicing of the airplane must be entered in the computer so that the LB REM position accurately represents the correct amount of usable fuel on board for each flight. The fuel quantity added is entered in the computer as follows; To enter fill-up; 1. 2. 3. Rotate the selector switch to the ADD position. Press left and right programming buttons together until display panel reads FULL. Rotate the selector switch to LB REM position to display the usable fuel quantity in pounds on board. NOTE The usable fuel quantity for each airplane is programmed into the instrument at the factory. A battery disconnect or other power interruption will not alter this quantity. To enter less than fill-up; 1. Rotate the selector switch to the ADD position. 11 September 1981 3 7 FUEL COMPUTER! DIGITAL CLOCK MODEL T21ON 2. 3. 4. PILOT’S OPERATING HANDBOOK SUPPLEMENT Press right programming button, labeled GAL, until the right digit represents the correct units of gallons of fuel added. Press left programming button, labeled RST, until the left two digits represent the correct tens and hundreds of gallons of fuel added. Rotate the selector switch to LB REM position to display the correct usable fuel quantity in pounds on board. - If an error has been made, resulting in an incorrect display of LB REM, the correct amount may be entered as follows: 1. 2. 3. 4. Leave the selector switch in the ADD position. Enter the corrected fuel quantity in gallons. Rotate the selector switch to FLOW, then press and hold the left programming button. While holding the left button pressed, slowly rotate the selector switch to the LB REM position. The set-in amount in gallons, multiplied by six, will now appear as LB REM. When the selector switch is placed in the FLOW position, the display indicates the current fuel flow rate in pounds per hour (PPH). Press the GAL programming button to display the flow rate in gallons per hour (GPH). Placing the selector switch in the LB USD position displays the current fuel quantity used (in pounds) since the last addition of fuel to the airplane. Press the GAL programming button to display the fuel used in gallons. NOTE Any entry of additional fuel to LB REM will reset the LB USD to zero. The LB REM position displays the current total remaining fuel (in pounds) on board the airplane, based on the takeoff amount minus the fuel used as computed using fuel flow rates. Press the GAL programming button to display the remaining fuel in gallons. NOTE When the display is changed from pounds to gallons in the FLOW, LB USD, and LB REM positions, the gallons shown are computed on the ratio of 6 pounds per gallon and no volumetric correction for temperature change is made. Therefore maximum accuracy may be obtained by refer ring to the gallons functions. 11 September 1981 Q 7 FUEL COMPUTER! DIGITAL CLOCK MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT ( The TIME REM position displays the flight time remaining in hours and minutes as computed using the current fuel flow rate and fuel remaining amounts. Since this displayed value is dependent upon flow rate, a reduction in engine power will show an increase in time remaining. NOTE With the selector switch in the TIME REM position power settings of less than 25 to 30 PPH flow rate will cause the word OFF to be displayed. If it is desired to test the display, rotate the selector switch to TIME REM position, then press the right programming button. This will cause all S’s to be shown, thereby testing each segment of each digit. ( Any power interruption that might alter any memory value will cause a line of dashes to be displayed in all selector switch positions. Pressing the right programming button will clear the dashes from the display and show the current selector switch position. All memory values will be erased and must be re-entered. However, the usable fuel quantity will not be altered, since it is permanently entered in the instrument. DIGITAL CLOCK OPERATION ( The digital clock contains four selections (see figure 3). They are selected by rotating the selector switch to the positions labeled SET, EL TIME, FLT TIME, and LCL!GMT. These selections, when used in proper sequence with the programming buttons, will correctly program the digital clock. SELECTOR SWITCH ,AY’:i RST PROGRAMMING BUTTON \ E GMT SEC P7-2 DIGITAL CLOCK SELECTIONS GAL/ PROGRAMMING BUTTON Figure 3. Digital Clock Controls and Display 11 September 1981 5 FUEL COMPUTER! DIGITAL CLOCK MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT NOTE Some models may have an unmarked detent position between the ADD and SET positions. This position performs the same function as the SET position. The digital clock may be set the local (LCL) and Greenwich Mean Time (GMT) as follows: 1. 2. 3. 4. 5. Rotate the selector switch to the SET position. Press the left programming button until local hours advance to the correct value. Press both programming buttons together until Greenwich Mean Time hours advance to the correct value. Press right programming button until minutes advance to correct value. This action sets and holds seconds to zero. Rotate selector switch from SET to start seconds from zero hold. To display the local time-of-day in hours and minutes, rotate the selector switch to LCL!GMT. If a minutes and seconds display is desired, press the right programming button, labeled SEC. If Greenwich Mean Time in hours and minutes is desired, press the left programming button, labeled GMT. NOTE Local or Greenwich Mean Time hours may be changed without resetting the minutes and seconds. To display accumulated flight time, rotate the selector switch to FLT TIME. After the first hour, if a minutes and seconds display is desired in place of the hours and minutes display, press the right (SEC) program ming button. Flight time may be reset to zero by pressing the left (RST) programming button. NOTE Accumulated flight time may be zeroed only when the instrument is not counting, (whenever fuel flow is less than 25-30 PPH) to prevent accidently zeroing flight time in the air. Elapsed time (since pressing the RST button) is displayed by rotating the selector switch to the EL TIME position. After the first hour, if a minutes and seconds display is desired in place of the hours and minutes display, press the right (SEC) programming button. Elapsed time may be reset to zero by pressing the left (RST) programming button. ii September 1981 7 PILOT’S OPERATING HANDBOOK SUPPLEMENT FUEL COMPUTER! DIGITAL CLOCK MODEL T21ON SECTION 5 PERFORMANCE There is no change to the airplane performance when the fuel compu ter/digital clock is installed. ii September 1981 7/(8 blank) 30 0000 0• 8 PILOT’S OPERATING HANDBOOK SUPPL IJENT GROUND SERVICE PLUG RECEPTACLE MODEL T21ON SUPPLEMENT GROUND SERVICE PLUG RECEPTACLE SECTION 1 GENERAL ( The ground service plug receptacle permits the use of an external power source for cold weather starting and during lengthy maintenance work on electrical and avionics equipment. The receptacle is located behind the engine oil dipstick access door on the left side of the upper cowling. NOTE If no avionics equipment is to be used or worked on, the avionics power switch should be turned off. If maintenance is required on the avionics equipment, it is advisable to utilize a battery cart external power source to prevent damage to the avionics equipment by transient voltage. Do not crank or start the engine with the avionics power switch turned on. ,. ( A special fused circuit is included with the ground service plug receptacle which will close the battery contactor when external power is applied with the master switch turned on. This circuit is intended as a servicing aid when battery power is too low to close the contactor, and should not be used to avoid performing proper maintenance procedures on a low battery. NOTE Use of the ground service plug receptacle for starting an airplane with a “dead” battery or charging a “dead” battery in the airplane is not recommended. The battery should be removed from the airplane and serviced in accordance with Service Manual procedures. Failure to observe this precaution could result in loss of electrical power during flight. 11 September 1981 1 of 4 8 GROUND SERVICE PLUG RECEPTACLE MODEL T21ON PILOTS OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS The following information must be presented in the form of a placard located on the inside of the engine oil dipstick access door: CAUTION 24 VOLTS D.C. This aircraft is equipped with alternator and a negative ground system. OBSERVE PROPER POLARITY Reverse polarity will damage electrical components. 0 SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the ground service plug receptacle is installed. 0 SECTION 4 NORMAL PROCEDURES Just before connecting an external power source (generator type or battery cart), the avionics power switch should be turned off, and the master switch turned on. I WARNING I When turning on the master switch, using an external power source, 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. 11 September 1981 8 GROUND SERVICE PLUG RECEPTACLE MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT \ The ground service plug receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards, no power will flow to the electrical system, thereby preventing any damage to electrical equipment. The following check should be made after engine start and removal of the external power source, if there is any question as to the condition of the battery. 1. 2. 3. 4. 5. 6. OFF. Master Switch ON. Taxi and Landing Light Switches REDUCE to idle. Engine RPM ON (with taxi and landing lights turned on). Master Switch Engine RPM INCREASE to approximately 1500 RPM. CHECK. Ammeter and Low-Voltage Warning Light -- -- -- -- -- -- NOTE If the ammeter does not show a charge or the low-voltage warning light does not go out, the battery should be removed from the airplane and properly serviced prior to flight. SECTION 5 PERFORMANCE There is no change to the airplane performance when the ground service plug receptacle is installed. 11 September 1981 31(4 blank) 9 PILOT’S OPERATING HANDBOOK SUPPLEMENT KNOWN ICING EQUIPMENT MODEL T21ON SUPPLEMENT KNOWN ICING EQUIPMENT SECTION 1 GENERAL ( 4 ( The flight into known icing equipment package allows flight penetra tion of icing conditions as defined by the FAA. The package includes extended coverage pneumatic de-icing boots on the wings and horizontal and vertical stabilizer leading edges, electrically-heated propeller blade anti-ice boots, a permanently installed electric windshield anti-ice panel, a high power heated pitot tube, a high power heated stall warning trans ducer, a high capacity (95-amp) alternator or dual 60-amp alternators, dual vacuum pumps, an ice detector light, and control surface-mounted static discharger wicks. The package is designed to provide adequate in-flight protection during the normally encountered extremes of icing conditions produced by moistr’re laden clouds. It will not necessarily provide total protection under abnormally severe conditions such as those which exist in areas of freezing rain ur extremely widespread areas of heavy cloud moisture content. During all operations, the pilot must exercise good judgment and be prepared to alter his flight if conditions exceed the capacity of the ice protection equipment or if any component of this equipment fails. The in-flight ice protection equipment was not designed to remove ice, snow, or frost accumulations on a parked airplane sufficiently enough to ensure a safe takeoff or subsequent flight. Other means (such as a heated hangar or approved de-icing solutions) should be employed to ensure that all wing, tail, control, propeller, windshield and static port surfaces are free of ice, snow, and frost accumulations, and that there are no internal accumulations of ice or debris in the control surfaces, engine intakes and pitot-static system ports prior to takeoff. WING AND STABILIZER DE-ICE BOOTS The pneumatic de-ice boot system installed on the leading edges of the wings and horizontal and vertical stabilizers is designed to remove ice system after accumulation in flight rather than prevent ice formation. The consists of the pneumatically-operated boots, dual engine-driven vacuum pumps, an annunciator light to monitor system operation, system con trols, and the hardware necessary to complete the installation. In opera tion, the boots expand and contract, using pressure or vacuum from the right vacuum pump. 11 September 1981 Revision 1 16 December 1981 - 1 of 10 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT NOTE Although the airplane is equipped with a dual vacfl system, the wing and stabilizer de-ice boots are ope by the right vacuum pump only. Normally, vacuum is applied to all boots to hold them against the leading edge surfaces. When a de-icing cycle is initiated, the vacuum is removed and a pressure is applied to “blow up” the boots. The resulting change in contour will break the ice accumulation on the leading edges. Ice on the boots will then be removed by normal in-flight air forces. Controls for the de-icing system consist of a two-position rocker-type de-icing switch on the left switch and control panel, a pressure indicator light on the upper left side of the instrument panel, and a 5-amp “pull-off” type circuit breaker on the left sidewall circuit breaker panel. The de-icing switch, labeled DE-ICE PRESS, is spring-loaded to the normal off (lower) position. When pushed to the ON (upper) position and released, it will activate one de-icing cycle. Each time a cycle is desired, the switch must be pushed to the ON position and released. If necessary, the system can be stopped at any point in the cycle (deflating the boots) by pulling the circuit breaker, labeled WING, DE-ICE PULL-OFF, to the off position. . During a normal de-icing cycle, the boots will inflate according to the following sequence: first the tail section (horizontal and vertical stabil izer) boots inflate for approximately six seconds, then the inboard wing boots inflate for the next six seconds, followed by the outboard wing boots for another six seconds. The total time required for one cycle is approxi mately 18 seconds. The pressure indicator light, labeled DE-ICE PRESSURE, should illuminate when the tail section boots reach proper operating pressure. At lower altitudes, it should come on within one to two seconds after the cycle is initiated and remain on for approximately 17 seconds if the system is operating properly. At higher altitudes, the light will come on initially within three seconds and will go off for one to three seconds during sequencing. The system may be recycled six seconds after the light goes out. The absence of illumination during any one of the three sequences of a cycle indicates insufficient pressure for proper system operation, and icing conditions should be avoided. PROPELLER ANTI-ICE BOOTS The propeller anti-ice system provides a measure of protection for the propeller blade surfaces if icing conditions are encountered. The system is operated by a rocker-type switch on the left switch and control panel. When Revision 1 - 11 September 1981 16 December 1981 (3 9 PILOT’S OPERATING HANDBOOK SUPPLEMENT ( KNOWN ICING EQUIPMENT MODEL T21ON the switch, labeled PROP A/ICE, is placed in the ON position, current flows to an anti-ice timer which cycles electric power every 20 seconds between the inboard and outboard set of heating elements in the anti-icing boots located on the propeller blades. Operation of the anti-ice system can be checked by monitoring a propeller anti-ice ammeter near the upper left corner of the instrument panel. The system is protected by a 20-amp “pushto-reset” type circuit breaker, labeled PROP A/ICE, located on the left sidewall circuit breaker panel. WINDSHIELD ANTI-ICE PANEL ( An electrically-heated panel is permanently installed on the pilot’s side of the windshield to assure a clear view for landing during icing conditions. The system is designed to prevent ice formation rather than remove it once formed. Components of the system include a heating element and temperature sensor within the windshield panel, a 15-amp “push-to-reset” type circuit breaker, labeled W/S A/ICE, on the left sidewall circuit breaker panel and a rocker-type switch, labeled W/S A/ICE, on the left switch and control panel. During operation, the windshield heat will cycle on and off as required to maintain the proper heater element temperature. Operation can be verified by feeling the inside of the windshield and noting the relatively warmer surface behind the panel as compared to elsewhere on the windshield. In addition, slight changes to the panel light transmissibility, compass deviation, and airplane ammeter readings will provide an indication as the element cycles on and off. PITOT TUBE AND STALL WARNING HEATER / - A special pitot tube with a larger inlet and higher capacity heating element and a higher capacity heated stall warning transducer are installed in the left wing to assure proper airspeed indications and stall warning in the event icing conditions are encountered. These systems are designed to prevent ice formation rather than remove it once formed. Electrical components of these systems include a rocker-type switch, labeled PITOT HEAT, on the left switch and control panel and a 15-amp “push-to-reset” type circuit breaker, labeled PITOT HEAT, on the left sidewall circuit breaker panel. When the airplane is on the ground, a resistor is introduced into the stall warning heater circuit by the nose wheel squat switch in order to prevent overheating. ICE DETECTOR LIGHT An ice detector light is flush-mounted on the left side of the cowl deck to facilitate the detection of wing ice at night or during reduced visibility by lighting the leading edge of the wing. Components of the system include the ice detector light, a two-position rocker-type switch, labeled DE-ICE 11 September 1981 3 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT LIGHT, on the left switch and control panel and a 5-amp “push-to-reset” type circuit breaker, labeled CABIN LIGHTS, on the left sidewall circuit breaker panel. The rocker switch is spring-loaded to the off (lower) position and must be held in the ON (upper) position to keep the ice detector light illuminating. C SECTION 2 LIMITATIONS This airplane is approved for flight into icing conditions as defined by the FAA provided the following Cessna (drawing number 1200254) and FAA approved equipment is installed and is operational: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Wing leading edge boots. Horizontal stabilizer leading edge boots. Vertical stabilizer leading edge boots. Propeller anti-ice boots. Windshield anti-ice panel. Heated pitot tube (high capacity). Heated stall warning transducer (high capacity). Ice detector light. 95-amp alternator or dual 60-amp alternators. Control surface static dischargers. If the pilot’s windshield is covered with ice, do not leave the windshield anti-ice switch on for more than one minute. Prolonged operation may cause an overheat condition which can result in warpage and distortion of the panel and possible damage to the windshield. The following placard must be installed when a known icing equipment package is installed: 1. In full view of the pilot in place of the similar type placard shown in Section 2 of the basic handbook: Revision 1 - 11 September 1981 16 December 1981 (3 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT The markings and placards installed in this airplane contain operating limitations which must be complied with when operat ing this airplane in the Normal Category. Other operating limita tions which must be complied with when operating this airplane in this category are contained in the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual. No acrobatic maneuvers, including spins, approved. This airplane is approved for flight into icing conditions if the proper optional equipment is installed and operational. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY—NIGHT—VFR—IFR SECTION 3 EMERGENCY PROCEDURES PROPELLER ANTI-ICE SYSTEM MALFUNCTION If uneven de-icing of propeller blades is indicated by excessive vibra tion: 1. 2. 3. EXERCISE to MAX RPM. Propeller CHECK for proper operation by Propeller Anti-Ice Ammeter periodic fluctuations within the green arc. If reading is below the green arc indicating that the propeller blades may not be de-iced uniformly: OFF. a. Propeller Anti-Ice Switch - - -- -- I WARNING I When uneven anti-icing of the propeller blades is indi cated, it is imperative that the anti-ice system be turned OFF. Uneven anti-icing of the blades can result in pro peller unbalance and engine failure. 4. Icing Conditions ance of ATC. 11 September 1981 - - DIVERT to non-icing conditions with assist 5 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT CAUTION If after leaving icing conditions, roughness or vibration develops or persists that is not traceable to icing or another cause, reduce engine RPM to smoothest condition and plan a landing at the nearest airport to check the security of the anti-ice boots as a possible cause. WING AND STABILIZER DE-ICE SYSTEM MALFUNCTION If the wing and stabilizer de-ice boots fail to inflate sufficiently during any or all of the three sequences of one cycle, verify that the right vacuum pump is operating (red button is not visible), the circuit breaker is pushed full in and the pressure indicator light is operative (press to test); then attempt another cycle. If the system is still deficient, avoid or divert from the existing icing conditions. If there are unshed ice accumulations along the wing and stabilizer leading edges during an approach and landing, follow the procedures listed under Inadvertent Icing Encounters in Section 3 of the basic handbook. SECTION 4 NORMAL PROCEDURES PREFLIGHT INSPECTION 1. 2. 3. 4. 5. 6. 7. 8. De-Ice Boots CHECK for tears, abrasions and cleanliness. Propeller Anti-Ice Boots CHECK condition of boots and wires. Pitot Heat Switch ON for 30 seconds, then OFF (ensure pitot cover is removed). Pitot Tube CLEAR and VERY WARM. Stall Warning Transducer PERCEPTIBLY WARM. Ice Detector Light Switch ON. Ice Detector Light ILLUMINATED. Wing, Tail, Control, Propeller, Windshield and Static Port Surfaces CHECK free of ice, snow and frost accumulations. Also, check that control surfaces, engine intakes and static ports contain no internal accumulations of ice or debris. -- -- -- -- -- -- -- -- DURING ENGINE RUNUP I. 2. 3. Dc-Icing Switch ON and release. Check inflation and deflation cycle of tail and wing boots. Pressure Indicator Light CHECK ON within three seconds and OFF after 18 seconds. Boots CHECK VISUALLY FOR COMPLETE DEFLATION to the -- -- -- 11 September 1981 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT 4. 5. vacuum hold-down condition. ON. Propeller Anti-Ice Switch CHECK in green arc range and for Propeller Anti-Ice Ammeter periodic cycling. - - -- NOTE To check the heating elements and anti-ice timer for one complete cycle, the system must be left on for approxi mately one minute. Ammeter readings must remain in the green arc except during momentary change when cycling. 6. 7. ON and observe momentary flicker Windshield Anti-Ice Switch of airplane ammeter and/or slight change in compass indication. WARM to touch behind panel after 5 min Windshield Surface utes. -- -- CAUTION Do not operate the windshield anti-ice system if the windshield is covered with ice. Refer to Section 2, Limita tions. 8. Pitot Heat, Propeller Anti-Ice and Windshield Anti-Ice Switches AS REQUIRED for takeoff and climbout conditions. -- CAUTION Do not operate the pitot heat and propeller anti-ice heaters for prolonged periods on the ground. INFLIGHT 1. Before Visible Moisture is Encountered Below Approximately 40°F (4° C): ON. a. Propeller Anti-Ice Switch MONITOR. b. Propeller Anti-Ice Ammeter - - - - CAUTION If the ammeter indicates unusually high or low amperage during the 20-second cycle of operation, a malfunction has occurred and it is imperative that the system be turned off. Uneven anti-icing may result, causing propeller unbal ance and engine roughness. c. Windshield Anti-Ice Switch 11 September 1981 - - ON. 7 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT NOTE Under non-icing conditions (especially at night), turn the windshield anti-ice switch OFF to avoid a mild impair ment (distortion) of vision through the panel that occurs when the heating elements in the panel are activated during the on cycle. NOTE For accurate magnetic compass readings, turn the pitot heat, propeller anti-ice and windshield anti-ice switches OFF momentarily. d. Pitot Heat Switch - - ON. NOTE While using the anti-ice systems, monitor the airplane ammeter to ensure that the electrical system does not become overloaded. If the total electrical load is high, resulting in a discharge indication, limit the use of other electrical equipment so that the airplane ammeter main tains a slight charge. 2. During Icing Encounters: a. b. Ice Detector Light ON as required. Ice Build-up MONITOR until approximately 1/4 to 1/2 inch thick on the leading edges. - - -- NOTE De-icing boots are intended for removal of ice after it has accumulated rather than prevent its formation. If ice accumulation is slow, best results can be obtained by not using the de-ice system until approximately 1/4 to 1/2 inch of ice has accumulated. Clear the accumulation with one or two cycles of operation. Do not repeat de-icing procedure until ice has again accumulated. c. De-Icing Switch ON and release. The switch must be actu ated after each complete boot cycle if additional cycles are required. -- NOTE Cycling the de-icing boots produces no adverse aerody ii September 1981 9 PILOT’S OPERATING HANDBOOK SUPPLEMENT KNOWN ICING EQUIPMENT MODEL T210N namic effects in any attitude within the allowable flight limitations. Continual cycling of the de-ice system, how ever, is not recommended as this may cause ice to form outside the contour of the inflated boots, preventing its removal. The de-ice system will operate effectively up to a maximum altitude of 22,000 feet; however, at or near this altitude, engine RPM must be a minimum of 2500 RPM. d. Power INCREASE as required to maintain a safe airspeed or to climb out of icing conditions, if feasible. -- NOTE An accumulation of 1/2 inch of ice on the leading edges can cause a large (up to 500 FPM) loss in rate of climb, a cruise speed reduction of up to 30 KIAS, as well as a significant buffet and stall speed increase (up to 15 knots). Even after cycling the de-icing boots, the ice accumulation remaining on the unprotected areas of the airplane can cause large performance losses. With residual ice from the initial 1/2 inch accumulation, losses up to 300 PPM in climb, 15 KIAS in cruise, and a stall speed increase of 7 knots can result. With one inch of residual accumulation, these losses can double. e. MAINTAIN BETWEEN 90 KIAS AND 165 KIAS Airspeed with 1/2 inch or more of ice accumulation. -- NOTE Prior to a landing approach, cycle the wing and stabilizer de-ice boots to shed any accumulated ice. Maintain extra airspeed on approach to compensate for the increased prestall buffet associated with ice on unprotected areas. Do not cycle the boots during an approach or landing since boot inflation increases stall speeds by 3 knots, decreases stall warning by the same amount, and may cause or increase any rolling tendency during stall. Refer to Section 8 of the basic handbook for care and maintenance of the wing and stabilizer de-ice and propeller anti-ice boots. SECTION 5 PERFORMANCE The following approximate performance changes from those shown in 11 September 1981 9 KNOWN ICING EQUIPMENT MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT Section 5 of the basic handbook occur in clear air (no ice accumulation) as a result of the installation of the flight into known icing package: Climb Rate: 30 FPM decrease. Cruise Speed: 2 to 3 KTAS decrease. As noted in Section 4 of this supplement, much greater changes in performance occur with ice accumulation. Make appropriate allowances for the possibility of these losses occurring when planning a flight into or through forecast or reported icing conditions. 0 0 0 0 0 11 September 1981 10 PILOT’S OPERATING HANDBOOK SUPPLEMENT OXYGEN SYSTEM MODEL T21ON SUPPLEMENT OXYGEN SYSTEM SECTION 1 GENERAL ( ( A six-place oxygen system provides the supplementary oxygen necessary for continuous high altitude flight. If the airplane is not equipped with air conditioning, this system contains four oxygen cylin ders located in the fuselage cabin top. In airplanes equipped with air conditioning, the system contains one oxygen cylinder located above the main gear wheel wells aft of the baggage compartment. Cylinder pressure is reduced to an operating pressure of 70 PSI by pressure regulator! shutoff valve assemblies. An oxygen cylinder filler valve is located under a cover plate on the bottom of the right wing just outboard of the rear door post. Cylinder pressure is indicated by a pressure gage located in the overhead console above the pilot and front passenger’s seats. Six oxygen outlets are provided; two each in consoles above the front seats and center passenger seats, and one each in two separate consoles near the aft passenger seats. One permanent, microphone equipped mask is provided for the pilot, and five disposable type masks are provided for the passengers. All masks are the partial rebreathing type, equipped with vinyl plastic hoses and flow indicators. NOTE The hose provided for the pilot is of a higher flow rate than those for the passengers; it is color-coded with a red band adjacent to the plug-in fitting. The passenger hoses are color-coded with an orange band. If the airplane owner prefers, he may provide higher flow hoses for all pas sengers. In any case, it is recommended that the pilot use the larger capacity hose. The pilot’s mask is equipped with a microphone to facilitate use of the radio while using oxygen. An adapter cord is furnished with the microphone-equipped mask to mate the mask microphone lead to the auxiliary microphone jack located on the left side of the instrument panel. To connect the oxygen mask microphone, connect the mask lead to the adapter cord and plug the cord into the auxiliary microphone jack. (If an optional microphone-headset combination has been in use, the microphone lead from this equipment is already 11 September 1981 1 of 6 10 OXYGEN SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT plugged into the auxiliary microphone jack. It will be necessary to disconnect this lead from the auxiliary microphone jack so that the adapter cord from the oxygen mask microphone can be plugged into the jack.) A switch is incorporated on the left hand control wheel to operate the microphone. A remote shutoff valve control in the overhead console above the pilot’s and front passenger’s seats is used to shut off the supply of oxygen to the system when not in use. The control is mechanically connected to the shutoff valve at the cylinder. With the exception of the shutoff function, the system is completely automatic and requires no manual regulation for change of altitude. The oxygen cylinders, when fully charged, contain a total of approxi mately 74 cubic feet at 1800 PSI (overhead cylinders) or 76 cubic feet at 1850 PSI (aft cylinder) of aviator’s breathing oxygen (Spec. No. MIL-O-27210), at 21°C (70° F). Filling pressures will vary with ambient temperature in the filling area, and the temperature rise resulting from compression of the oxygen. Because of these factors, merely filling the overhead cylinders to 1800 PSI or the aft cylinder to 1850 PSI, will not result in properly filled cylinders. Fill to pressures indicated in the Oxygen Filling Pressures tables, figures 1 and 2. I WARNING I Oil, grease or other lubricants in contact with oxygen create a serious fire hazard, and such contact must be avoided when handling oxygen equipment. 74 CUBIC FEET CAPACITY AT 1800 PSI AMBIENT TEMPERATURE °F FILLING PRESSURE PSIG AMBIENT TEMPERATURE °F FILLING PRESSURE PSIG 0 10 20 30 40 1600 1650 1675 1725 1775 50 60 70 80 90 1825 1875 1925 1950 2000 Figure 1. Oxygen Filling Pressures (Without Air Conditioning) 11 September 1981 0 0’ Jo OXYGEN SYSTEM MODEL T2ON PILOT’S OPERATING HANDBOOK SUPPLEMENT 76 CUBIC FEET CAPACITY AT 1850 PSI AMBIENT TEMPERATURE °F FILLING PRESSURE PSIG AMBIENT TEMPERATURE °F FILLING PRESSURE PSIG 0 10 20 30 40 1650 1700 1725 1775 1825 50 60 70 80 90 1875 1925 1975 2000 2050 Figure 2. Oxygen Filling Pressures (With Air Conditioning) SECTION 2 LIMITATIONS equipment There is no change to the airplane limitations when oxygen is installed. SECTION 3 EMERGENCY PROCEDURES when oxygen There is no change to the airplane emergency procedures equipment is installed. SECTION 4 NORMAL PROCEDURES to FAR For FAA requirements concerning supplemental oxygen, refer g cruisin when nts occupa all by be used should oxygen 91.32. Supplemental it e,” Altitud At t “Man bookle above 12,500 feet. As described in the Cessna feet under is often advisable to use oxygen at altitudes lower than 12,500 or emo logical physio of s conditions of night flying, fatigue, or period tobacco or of use ive excess and l habitua the Also, ances. tional disturb than 10,000 feet. alcohol will usually necessitate the use of oxygen at less 11 September 1981 3 Jo OXYGEN SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT Prior to flight, check to be sure that there is an adequa te oxygen supply for the trip, by noting the oxygen pressure gage reading , and referring to the Oxygen Duration Chart (figure 3). Also, check that the face masks and hoses are accessible and in good condition. () OXYGEN DURATION CHART *(74 1800 CUBIC FEET CAPACITY) C :; 1600 0 1400 1200 w D 1000 U) U) Iii U CD 800 ::: :1 ‘ U) I - - H’i H H -1.1.4-. —14-4. - EH1HHHt HHH*[I1HtIIH 0 600 CD 400 : *NOTE . - - - I 200 0 WHEN AFT CYLINDER 76 CUBIC FEET CAPACITY) IS INSTALLED, DURATIONS SHOWN ON THIS CHARTAREINCREASEDAPPROXIMATELY 2 7 PERCENT I 2 3 4 5 OXYGEN DURATION - - - - IWIWIHL - 0 0 6’ - 7 8 9 HOURS NOTE: This chart is based on a pilot with a red color-c oded oxygen line fitting and passengers with orange color-c oded line fittings. Figure 3. 0 Oxygen Duration Chart 11 September 1981 0 10 OXYGEN SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT ( The Oxygen Duration Chart (figure 3) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. The following procedure outlines the method of finding the duration from the chart. 1. 2. 3. Note the available oxygen pressure shown on the pressure gage. Locate this pressure on the scale on the left side of the chart, then go across the chart horizontally to the right until you intersect the line representing the number of persons making the flight. After intersecting the line, drop down vertically to the bottom of the chart and read the duration in hours given on the scale. As an example of the above procedure, 1400 PSI of pressure will safely sustain the pilot only for 6 hours and 20 minutes. The same pressure will sustain the pilot and three passengers for approxi mately 2 hours and 10 minutes. NOTE The Oxygen Duration Chart is based on a standard config uration oxygen system having one red color-coded hose assembly for the pilot and orange color-coded hoses for the passengers. If red color-coded hoses are provided for pilot and passengers, it will be necessary to compute new oxygen duration figures due to the greater consumption of oxygen with these hoses. This is accomplished by comput ing the total duration available to the pilot only (from PILOT ONLY line on chart), then dividing this duration by the number of persons (pilot and passengers) using oxy gen. When ready to use the oxygen system, proceed as follows: 1. Mask and Hose-- SELECT. Adjust mask to face and adjust metallic nose strap for snug mask fit. j WARNING I Permit no smoking when using oxygen. Oil, grease, soap, lipstick, lip balm, and other fatty materials constitute a serious fire hazard when in contact with oxygen. Be sure hands and clothing are oil-free before handling oxygen equipment. 2. Delivery Hose occupying. 11 September 1981 -- PLUG INTO OUTLET nearest to the seat you are 5 .1 JXYGEN SYSTEM MODEL T210N PILOT’S OPERATING HANDBOOK SUPPLEMENT NOTE When the oxygen system is turned on, oxygen will flow continuously at the proper rate of flow for any altitude without any manual adjustments. 3. 4. 5. 6. Oxygen Supply Control Knob ON. Face Mask Hose Flow Indicator --CHECK. Oxygen is flowing if the indicator is being forced toward the mask. Delivery Hose UNPLUG from outlet when discontinuing use of oxygen. This automatically stops the flow of oxygen. Oxygen Supply Control Knob OFF when oxygen is no longer required. - - -- - - SECTION 5 PERFORMANCE 0 There is no change to the airplane performance when oxygen equip ment is installed. 0 0 0 11 September 1981 J1\ PROPELLER ANTI-ICE SYSTEM MODEL T2YON PILOT’S OPERATING HANDBOOK SUPPLEMENT SUPPLEMENT PROPELLER ANTI-ICE SYSTEM SECTION 1 GENERAL ( for the The propeller anti-ice system provides a measure of protection tered. encoun are ions condit icing cted unexpe if s propeller blade surface on the left The system is operated by a rocker switch, labeled PROP A/ICE, n, switch and control panel. When the switch is placed in the ON positio t every 20 electric current flows to an anti-ice timer which cycles the curren ts in the seconds between the inboard and outboard set of heating elemen ing anti-ic the of ion Operat . anti-icing boots located on the propeller blades ANTI PROP labeled er, an ammet ring monito d by checke be can system system ICE AMPS, near the upper left corner of the instrument panel. The r, labeled breake circuit type t” to-rese “pushp 20-am a ed by is protect PROP A/ICE, located on the left sidewall circuit breaker panel. SECTION 2 LIMITATIONS There is no change to the airplane limitations when the propeller antions is ice system is installed; intentional flight into known icing conditi prohibited, regardless of installed ice protection equipment. SECTION 3 EMERGENCY PROCEDURES Flight into known icing conditions is prohibited. If unexpected icing ist in conditions are encountered, the Inadvertent Icing Encounter checkl the n additio In ed. follow be Section 3 of the basic handbook should following procedure is recommended: 1. 2. 3. ON. Master Switch ON. Propeller Anti-Ice Switch Propeller Anti-Ice Ammeter CHECK in green arc range (14 to 18 11 September 1981 -- - - - - 1 of 4 ROPELLER ANTI-ICE SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT amps) and ammeter pointer for periodic cycling (approximate ly every 20 seconds). NOTE To check the heating elements and anti-ice timer for one complete cycle, the system must be left on for approx i mately 1 minute. Ammeter readings must remain in the green arc except during momentary change. NOTE While using the anti-ice system, monitor the airplan e ammeter to ensure that the electrical system does not become overloaded. H the total electrical load is high, resulting in a discharge indication, limit the use of other electrical equipment so that the airplane ammeter main tains a slight charge. CAUTION If the anti-ice ammeter indicates unusually high or low amperage (out of the green arc range limits) anytim e during system operation, or if the ammeter pointer does not “flick” approximately every 20 seconds, a malfunction has occurred. It is imperative that the system be turned off, since uneven anti-icing may result, causing propel ler unbalance and engine roughness. If, after leaving icing conditions, roughness or vibration develops or persist s that is not traceable to icing or another cause, reduce engine RPM to smoothest condition and plan a landing at the nearest airport to check the security of the anti-ic e boots as a possible cause. 4. Propeller Anti-Ice Switch required. -- OFF when anti-icing is no longer SECTION 4 NORMAL PROCEDURES There is no change to the airplane normal procedures when the propeller anti-ice system is installed. Refer to SectionS of the basic handbook for care and mainte nance of the propeller anti-ice boots. 11 September 1981 PILOT’S OPERATING HANDBOOK SUPPLEMENT PROPELLER ANTI-ICE SYSTEM MODEL T21ON SECTION 5 PERFORMANCE There is no change to the airplane performance when the propeller anti-ice system is installed. 11 September 1981 3/(4 blank) PILOT’S OPERATING HANDBOOK SUPPLEMENT STROBE LIGHT SYSTEM MODEL T21ON SUPPLEMENT STROBE LIGHT SYSTEM SECTION 1 GENERAL ( The high intensity strobe light system enhances anti-collision protec tion for the airplane. The system consists of two wing tip-mounted strobe lights (with integral power supplies), a two-position rocker switch labeled STROBE LIGHTS, on the left switch and control panel, and a 5-amp “push to-reset” type circuit breaker, labeled STROBE LIGHTS, on the left sidewall circuit breaker panel. SECTION 2 LIMITATIONS Strobe lights must be turned off when taxiing in the vicinity of other airplanes, or during night flight through clouds, fog or haze. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when strobe lights are installed. 11 September 1981 1 of 2 12 STROBE LIGHT SYSTEM MODEL T210N PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES To operate the strobe light system, proceed as follows: 1. 2. Master Switch ON, Strobe Light Switch -- -- ON. SECTION 5 PERFORMANCE The installation of strobe lights will result in a minor (less than 1 knot) reduction in cruise performance. 11 September 1981 PILOT’S OPERATING HANDBOOK SUPPLEMENT WINDSHIELD ANTI-ICE SYSTEM MODEL T210N SUPPLEMENT WINDSHIELD ANTI-ICE SYSTEM SECTION 1 GENERAL 4 The windshield anti-ice system assures adequate visibility for a landing during flight conditions where ice may form on the windshield. A detachable electrically-heated glass panel, 11.0 inches high by 5.5 inches wide, mounts to the base of the windshield in front of the pilot. Quick disconnects are provided to facilitate ease of installation and removal. When not in use, a padded cover is provided for protection against scratches, breakage, and wiring damage, and the panel may be stowed in the seat pocket on the aft side of the pilot’s or front passenger’s seat back. Windshield anti-icing is controlled by a rocker-type switch, labeled WI S A/ICE, located on the left switch and control panel. The system is protected by a 5-ampere, “push-to-reset” type circuit breaker, labeled W/S A/ICE, located on the left sidewall circuit breaker panel. The heated glass panel should be installed whenever icing conditions are a possibility on a proposed flight, especially if the freezing level is near or at the surface. SECTION 2 LIMITATIONS There is no change to the airplane limitations when the windshield anti-ice system is installed; intentional flight into known icing conditions is prohibited regardless of installed ice protection equipment. Prolonged operation of the system without the engine running should be avoided. SECTION 3 EMERGENCY PROCEDURES Flight into known icing conditions is prohibited. If unexpected icing conditions are encountered, the Inadvertent Icing Encounter checklist in Section 3 of the basic handbook should be followed. In addition, the following procedure is recommended: 11 September 1981 1 of 2 13 WINDSHIELD ANTI-ICE SYSTEM MODEL T21ON 1. PILOT’S OPERATING HANDBOOK SUPPLEMENT Windshield Anti-Ice Switch ON 5 to 10 minutes in advance of its need. The anti-ice system may become ineffective if a large accumulation of ice is allowed to form. -- NOTE For accurate magnetic compass readings, turn the pitot heat, propeller anti-ice and windshield anti-ice switches OFF momentarily. 2. Windshield Anti-Ice Switch longer exists. - - OFF when the possibility of icing no SECTION 4 NORMAL PROCEDURES C The anti-ice system should be checked, prior to engine start, as follows: 1. 2. 3. 4. 5. Anti-Ice Panel INSTALL. Master Switch ON. Windshield Anti-Ice Switch ON for one minute. Anti-Ice Panel CHECK FOR WARMTH (step outside the airplane to feel for warmth in the panel). Windshield Anti-Ice and Master Switches OFF. -- -- - - -- - - 0 CAUTION Inadvertent prolonged operation of the heated anti-icing panel without the engine running may cause damage to the panel and crazing of the windshield. SECTION 5 PERFORMANCE There is no change to the airplane performance when the windshield anti-ice system is installed. 11 September 1981 14 PILOT’S OPERATING HANDBOOK SUPPLEMENT WING AND STABILIZER DE-ICE SYSTEM MODEL T21ON SUPPLEMENT WING AND STABILIZER DE-ICE SYSTEM SECTION 1 GENERAL Pneumatic de-icing boots, installed on the leading edges of the wings, and the horizontal stabilizer provide a measure of protection if unexpected icing conditions are encountered. The system is designed to remove ice after accumulation in flight, rather than prevent ice formation. NOTE This system was not designed to remove ice, snow, or frost accumulations on a parked airplane sufficiently enough to ensure a safe takeoff or subsequent flight. Other means (such as a heated hangar or approved de-icing solutions) should be employed to ensure that all wing, tail, control, propeller, windshield and static port surfaces are free of ice, snow, and frost accumulations, and that there are no the control internal accumulations of ice or debris in surfaces, engine intakes and pitot-static system ports prior to takeoff. [ The de-ice boot system consists of pneumatically operated boots, dual engine-driven vacuum pumps, an annunciator light to monitor system operation, system controls and the hardware necessary to complete the system. In operation, the boots expand and contract, using pressure or vacuum from the right vacuum pump. NOTE Although the airplane is equipped with a dual vacuum system, the wing and stabilizer de-ice boots are operated by the right vacuum pump only. Normally, vacuum is applied to all boots to hold them against the leading edge surfaces. When a de-icing cycle is initiated, the vacuum is removed and a pressure is applied to “blow up” the boots. Ice on the boots will then be removed by normal in-flight air forces. 11 September 1981 Revision 1 16 December 1981 - 1 of 6 14 WING AND STABILIZER DE-ICE SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT Controls for the de-icing system consist of a rocker-type switch on the left switch and control panel, a pressure indicator light on the upper left side of the instrument panel, and a 5-amp “pull-off” type circuit breaker on the left sidewall circuit breaker panel. The two-position de-icing switch, labeled DE-ICE PRESS, is spring-loaded to the normal off (lower) position. When pushed to the ON (upper) position and released, it will activate one de-icing cycle. Each time a cycle is desired, the switch must be pushed to the ON position and released. If necessary, the system can be stopped at any point in the cycle (deflating the boots) by pulling the circuit breaker labeled WING, DE-ICE PULL-OFF, to the off position. ( ‘ ‘—- During a normal de-icing cycle, the boots will inflate according to the following sequence: first the horizontal stabilizer boots will inflate for approximately six seconds, then the inboard wing boots inflate for the next six seconds, followed by the outboard wing boots for another six seconds. The total time required for one cycle is approximately 18 seconds. The pressure indicator light, labeled DE-ICE PRESSURE, should illuminate when the horizontal stabilizer boots reach proper operating pressure. At lower altitudes, it should come on within one to two seconds after the cycle is initiated and remain on for approximately 17 seconds if the system is operating properly. At higher altitudes, the light will come on initially within three seconds and will go off for one to three seconds during sequencing. The system may be recycled six seconds after the light goes out. The absence of illumination during any one of the three sequen ces of a cycle indicates insufficient pressure for proper boot inflation and effective de-icing ability. (J) An ice detector light is flush-mounted on the left side of the cowl deck to facilitate the detection of wing ice at night or during reduced visibility by lighting the leading edge of the wing. Components of the system include the ice detector light, a two-position rocker-type switch, labeled DE-ICE LIGHT, on the left switch and control panel and a 5-amp “push-to-reset” type circuit breaker, labeled CABIN LIGHTS, on the left sidewall circuit breaker panel. The rocker switch is spring-loaded to the off (lower) position and must be held in the ON (upper) position to keep the ice detector light illuminating. SECTION 2 LIMITATIONS There is no change to the airplane limitations when the wthg and stabilizer de-ice system is installed; intentional flight into known icing conditions is prohibited. 11 September 1981 Q 14 PILOT’S OPERATING HANDBOOK SUPPLEMENT WING AND STABILIZER DE-ICE SYSTEM MODEL T21ON SECTION 3 EMERGENCY PROCEDURES Flight into known icing conditions is prohibited. If unexpected icing conditions are encountered, the Inadvertent Icing Encounter checklist in Section 3 of the basic handbook should be followed. In addition, the following procedure is recommended. 1. Icing Condition LEAVE as soon as possible. Divert to non-icing conditions with assistance of ATC. -- NOTE Since wing and horizontal stabilizer de-icer boots alone do not provide adequate protection for the entire airplane, known icing conditions should be avoided. If icing is inadvertently encountered, close attention should be given to the pitot-static system, propeller, induction system and other components subject to icing. 2. 3. ON as required. Ice Detector Light Ice Build-up MONITOR until approximately 1 / 4 to 1/2 inch thick on the leading edges. -- - - NOTE De-icing boots are intended for removal of ice after it has accumulated rather than prevent its formation. If ice accumulation is slow, best results can be obtained by not using the de-ice system until approximately 1/4 to 1/2 inch of ice has accumulated. Clear the accumulation with one or two cycles of operation. Do not repeat de-icing procedure until ice has again accumulated. 4. ON and release. The switch must be actuated De-Icing Switch after each complete boot cycle if additional cycles are required. - - NOTE Cycling the de-icing boots produces no adverse aerody namic effects in any attitude within the allowable flight limitations. Continual cycling of the de-ice system, how ever, is not recommended as this may cause ice to form outside the contour of the inflated boots, preventing its removal. The de-ice system will operate effectively up to a maximum altitude of 22,000 feet; however, at or near this 11 September 1981 14 WING AND STABILIZER DE-ICE SYSTEM MODEL T21ON PILOT’S OPERATING HANDBOOK SUPPLEMENT altitude, engine RPM must be a minimum of 2500 RPM. 5. Power INCREASE as required to maintain a safe airspeed or, if feasible, to climb out of icing conditions. -- NOTE An accumulation of 1/2 inch of ice on the leading edges can cause a large (up to 500 FPM) loss in rate of climb, a cruise speed reduction of up to 30 KIAS, as well as a significant buffet and stall speed increase (up to 15 knots). Even after cycling the de-icing boots, the ice accumulation remaining on the unprotected areas of the airplane can cause large performance losses. With residual ice from the initial 1/2 inch accumulation, losses up to 300 FPM in climb, 15 KIAS in cruise, and a stall speed increase of 7 knots can result. With one inch of residual accumulation, these losses can double. 6. Airspeed MAINTAIN BETWEEN 90 KIAS AND 165 KIAS with 1/2 inch or more ice accumulation. - - NOTE Prior to a landing approach, cycle the wing and stabilizer de-ice boots to shed any accumulated ice. Maintain extra airspeed on approach to compensate for the increased prestall buffet associated with ice on unprotected areas. Do not cycle the boots during an approach or landing since boot inflation increases stall speeds by 3 knots, decreases stall warning by the same amount, and may cause or increase any rolling tendency during stall. If there are unshed ice accumulations along the wing and stabilizer leading edges during an approach and landing, follow the procedures listed under Inadvertent Icing Encounters in Section 3 of the basic handbook. SECTION 4 NORMAL PROCEDURES PREFLIGHT INSPECTION Prior to flight, make an exterior inspection to check the de-icing boots for tears, abrasions, and cleanliness. Any damage must be repaired prior to flight. 11 September 1981 () 14 PILOTS OPERATING HANDBOOK SUPPLEMENT WING AND STABILIZER DE-ICE SYSTEM MODEL T21ON DURING ENGINE RUNUP The system should be checked through several cycles as follows: 1. ON and release. Check inflation and deflation De-Icing Switch cycle of all boots. -- NOTE If the wing and stabilizer de-ice boots fail to inflate sufficiently during any or all of the three sequences of one cycle, verify that the right vacuum pump is operating (red button is not visible), the circuit breaker is pushed full in and the pressure indicator light is operative (press to test); then attempt another cycle. If the system is still deficient, maintenance is required. 2. 3. CHECK ON within three seconds and Pressure Indicator Light OFF after 18 seconds. Boots CHECK VISUALLY FOR COMPLETE DEFLATION to the vacuum hold-down condition. -- - - Refer to Section 8 of the basic handbook for care and maintenance of the wing and stabilizer de-ice boots. SECTION 5 PERFORMANCE The following approximate performance changes from those shown in Section 5 of the basic handbook occur as a result of the installation of the wing and stabilizer de-ice system: Climb Rate: 30 FPM decrease. Cruise Speed: 2 to 3 KTAS decrease. 11 September 1981 51(6 blank) 1 PILOT’S OPERATING HANDBOOK SUPPLEMENT AUDIO CONTROL PANELS SUPPLEMENT AUDIO CONTROL PANELS SECTION 1 GENERAL ( Two types of audio control panels (see figure 1) are available for this airplane, depending upon how many transmitters are included. The operational features of both audio control panels are similar and are discussed in the following paragraphs. TRANSMITTER SELECTOR SWITCH ( ( When the avionics package includes a maximum of two transmitters, a two-position toggle-type switch, labeled XMTR, is provided to switch the microphone to the transmitter the pilot desires to use. If the airplane avionics package includes a third transmitter, the transmitter selector switch is a three-position rotary-type switch, labeled XMTR SEL. To select a transmitter, place the transmitter selector switch in the position number corresponding to the desired transmitter. The action of selecting a particular transmitter using the transmitter selector switch simultaneously selects the audio amplifier associated with that transmitter to provide speaker audio. For example, if the number one transmitter is selected, the audio amplifier in the number one NAV/COM is also selected and is used for ALL speaker audio. Headset audio is not affected by audio amplifier operation. AUDIO SELECTOR SWITCHES Both audio control panels (see figure 1) incorporate three-position toggle-type audio selector switches for individual control of the audio systems installed in the airplane. These switches allow receiver audio to be directed to the airplane speaker or to a headset, and heard singly or in combination with other receivers. To hear a particular receiver on the airplane speaker, place that receiver’s audio selector switch in the up (SPEAKER) position. To listen to a receiver over a headset, place that receiver’s audio selector switch in the down (PHONE) position. The center (OFF) position turns off all audio from the associated receiver. NOTE Volume level is adjusted using the individual receiver volume controls on each radio. 11 September 1981 I. 1 of 8 AUDIO CONTROL PANELS PILOT’S OPERATING HANDBOOK SUPPLEMENT A special feature of the audio control panel used when one or two transmitters are installed is separate control of NAV and COM audio from the NAV/COM radios. With this installation, the audio selector switches labeled NAy, 1 and 2 select audio only from the navigation receivers of the NAV/COM radios. Communication receiver audio is selected by the switches labeled COM, AUTO and BOTH. Description and operation of these switches is described in figure 1. When the audio control panel for three transmitters is installed, audio from both NAV and COM frequencies is combined, and is selected by the audio selector switches labeled NAV/COM, 1, 2 and 3. COM AUTO AUDIO SELECTOR SWITCH The audio control panel used with either one or two transmitters incorporates a three-position toggle switch, labeled COM AUTO, which is provided to automatically match the audio of the appropriate NAV/ COM communications receiver to the radio selected by the transmitter selector switch. COM BOTH AUDIO SELECTOR SWITCH The audio control panel used with either one or two transmitters incorporates a three-position toggle switch, labeled COM BOTH, which is provided to allow both COM receivers to be monitored at the same time. AUTO AUDIO SELECTOR SWITCH The audio control panel used with three transmitters incorporates a three-position toggle switch, labeled AUTO, which is provided to automatically match the audio of the appropriate NAV/COM receiver to the selected transmitter. ANNUNCIATOR LIGHTS BRIGHTNESS AND TEST SWITCH The audio control panel used with either one or two transmitters incorporates a three-position toggle switch with NITE (up) and DAY (middle) positions to control the brightness level of the marker beacon indicator lights, and the BC and RN Nay indicator lights (when installed). In the TEST (down) position, all annunciator lights (Mkr Bcn, BC and RN) will illuminate full bright to verify lighting test. NOTE A potentiometer is installed inside the audio control panel to provide further minimum light dimming capabilities. Refer to the appropriate Avionics Service/Parts manual for adjustment procedures. 2 11 September 1981 () PILOT’S OPERATING HANDBOOK SUPPLEMENT AUDIO CONTROL PANELS SIDETONE OPERATION Cessna radios are equipped with sidetone capability (monitoring of the operator’s own voice transmission). While adjusting speaker sidetone, be aware that if the sidetone volume level is set too high, audio feedback (squeal) may result when transmitting. When the airplane has one or two transmitters, sidetone is provided in either the speaker or headset anytime the COM AUTO selector switch is utilized. Placing the COM AUTO selector switch in the OFF position will eliminate sidetone.Sidetone internal adjustments are available to the pilot through the front of the audio control panel (see figure 1). ,r. When the airplane has three transmitters, sidetone will be heard on either the speaker or a headset as selected with the AUTO selector switch. Sidetone may be eliminated by placing the AUTO selector switch in the OFF position, and utilizing the individual audio selector switches. Adjust ment of speaker and headset sidetone volume can only be accomplished by adjusting the sidetone potentiometers located inside the audio control panel. NOTE Sidetone is not available on HF Transceiver (Type ASB 125), when installed. OPTIONAL INTERCOM SYSTEM The optional intercom system is a pilot and copilot intercom phone system which is only offered with the one and two transmitter type audio control panel. The system incorporates its own audio amplifier with a volume control (labeled INT) and a “hot mike” feature. The intercom system is used with the headphones only. The “hot mike” feature allows the pilot and copilot to communicate at anytime through their microphone/headsets without having to key the mike. However, they must key the mike button on their control wheel to transmit over the aircraft’s transceiver. Sidetone is present on the inter com system when the COM AUTO switch is in the PHONE position. NOTE Any ambient noise attenuating type padded headset and boom mike combination may not be compatible with this system. 11 September 1981 3 15 AUDIO CONTROL PANELS PILOT’S OPERATING HANDBOOK SUPPLEMENT The intercom audio volume is controlled by the TNT knob located on the front of the audio control panel. Clockwise rotation of the knob increases the volume of the intercom audio and counterclockwise rotation decreases it. The TNT knob controls the audio volume for the intercom system only. Receiver audio volume is adjusted using the individual receiver volume controls. When the intercom system is not being used, the TNT volume control should be turned full counterclockwise to eliminate any noise over the headphones. ( NOTE When the intercom volume is turned up and an auxiliary mike is plugged in, there will be a loud squeal over the speaker if the COM BOTH and COM AUTO switches are inadvertently placed in the opposite positions (one in the SPEAKER position and the other in the PHONE position). To eliminate this squeal turn the volume down or place both switches in the same position. When the optional intercom system is not installed, a plug button will be installed in place of the TNT volume control knob. C 0 0 11 September 1981 15 PILOT’S OPERATING HANDBOOK SUPPLEMENT AUDIO CONTROL PANELS USED WITH ONE OR TWO TRANSMITTERS USED WITH THREE TRANSMITTERS OR DUAL ADF’S L TRANSMITTER SELECTOR SWITCH (XMTR) A two-position toggle switch used to aptivate the audio amplifier and switch the microphone to the desired transmitter. The number 1 (up position) and 2 (down position) corresponds to the first and second (from top to bottom) transmitters, respectively. - Figure 1. Audio Control Panel Operating Controls (Sheet 1 of 2) 11 September 1981 5 15 AUDIO CONTROL PANELS PILOT’S OPERATING HANDBOOK SUPPLEMENT 2. INTERCOM VOLUME CONTROL (INT) Controls the intercom audio volume. Clockwise rotation of the knob increases the intercom audio volume and counter clockwise rotation decreases it. 3. HEADSET SIDETONE INTERNAL ADJUSTMENT ACCESS To adjust headset sidetono, remove the plug button, place COM AUTO selector switch in the PHONE position, insert a small screwdriver into the adjustment potentiometer and rotate it clockwise to increase the sidetone volume or counterclockwise to decrease sidotone. 4. SPEAKER SIDETONE INTERNAL ADJUSTMENT ACCESS To adjust speaker sidetone, remove the plug button, place COM AUTO selector switch in the SPEAKER position, insert a small screwdriver into the adjustment potentiome ter and rotate it clockwise to increase the sidetone volume or counterclockwise to decrease sidetone. While adjusting sidetone, be aware that if the sidetone volume level is set too high, audio feedback (squeal) may result when transmitting. 5. ANNUNCIATOR LIGHTS BRIGHTNESS SELECTOR AND TEST SWITCH (ANN LTS-NITE/DAY/TEST) Three-position toggle switch; in the up (NITE) position, snnunciator lights (Mkr Bcn, BC and RN) will show at a reduced light level for typical night operations. In the center (DAY) position, annunciator lights (Mkr Bcn, BC and RN) will show full bright to verify lamp operation. In the NITE position, annunciator light (Mkr Bcn. BC and RN) level can be further adjusted down to a preset minimum using the RAOIO LT dimming rheostat knob. - - - - 6. AUDIO SELECTOR SWITCHES Three-position selector switches used to select either SPEAKER or PHONE operation for audio outputs. Enables the operator to select any one or more, audio signals on either SPEAKER or PHONE at the same time or to silence audio when placed in the OFF position. 7. COM BOTH AUDIO SELECTOR SWITCH (COM BOTH) A three-position toggle switch used to allow both COM receivers to be monitored at the same time. Placing the COM BOTH switch in the up (SPEAKER) position will enable the pilot to monitor both the number 1 and number 2 COM receivers over the SPEAKER at the same time. Placing the switch in the down (PHONE) position allows the pilot to monitor both the number land number 2 COM receivers through the headset at the same time. Center (OFF) position, removes the non-selected COM receiver (or both COM receivers if COM AUTO switch is OFF) from the audio system. - - S. COM AUTO AUDIO SELECTOR SWITCH (COM AUTO OR AUTO) A threeposition toggle switch provided to automatically match the audio of the approp riate NAV/COM communications receiver to the transmitter selected by the transmitter selector switch. In the up (SPEAKER) position, audio from the selected receiver will be heard on the airplane speaker. In the down (PHONE) position, audio from the selected receiver will be heard through the headset. Center (OFF) position, removes the automatic SPEAKER/PHONE selection feature and will also disable the sidetone feature. - 9. TRANSMITTER SELECTOR SWITCH (XMTR SEL) A three-position rotary switch used to activate the audio amplifier and switch the microphone to the desired transmitter. The numbers 1, 2 and 3 positions correspond to the first, second and third (from top to bottom) transmitters, respectively. - Figure 1. Audio Control Panel Operating Controls (Sheet 2 of 2) 11 September 1981 15 PILOT’S OPERATING HANDBOOK SUPPLEMENT AUDIO CONTROL PANELS SECTION 2 LIMITATIONS There is no change to the airplane limitations when either of these audio control panels is installed. SECTION 3 EMERGENCY PROCEDURES In the event the audio amplifier in use fails, as evidenced by loss of all speaker audio, selecting an alternate transmitter will reestablish speaker audio using the alternate transmitter audio amplifier. SECTION 4 NORMAL PROCEDURES AUDIO CONTROL PANEL OPERATIONS: 1. 2. SELECT Transmitter Selector (XMTR or XMTR SEL) Switch desired transmitter for transceiver operation. SELECT SPEAKER or COM AUTO or AUTO Selector Switch PHONE position to automatically select SPEAKER or PHONE audio. -- -- NOTE If the NAV/COM audio selector switch corresponding to the selected transmitter is in the PHONE position with the AUTO selector switch in the SPEAKER position, all audio selector switches placed in the PHONE position will automatically be connected to both the airplane speaker and any headsets in use. ii September 1981 7 AUDIO CONTROL PANELS 3. PILOT’S OPERATING HANDBOOK SUPPLEMENT COM BOTH Selector Switch SELECT the same SPEAKER or PHONE position which was set on the COM AUTO selector switch to allow both COM receivers to be monitored at the same time. -- NOTE The combination of placing the COM AUTO switch in the SPEAKER position and the COM BOTH switch in the FITONE position (or vice versa) is not normally recom mended as it will cause audio from both communications receivers (and any other navigation receiver with its audio selector switch in the PHONE position) to be heard on both the airplane speaker and the headset simultaneously. 4. 5. 6. Audio SPEAKER/PHONE Selector Switches SELECT desired SPEAKER or PHONE audio position only if COM AUTO switch is not used. TNT Control Knob ROTATE as desired to increase or decrease intercom audio volume. ANN LTS Switch: a. TEST Position SELECT to verify operation of marker beacon, BC and RN annunciator lights (when installed). b. DAY Position SELECT for typical daytime lighting. c. NITE Position SELECT for typical night lighting. -- - - -- -- -- NOTE In the NITE position, further lighting adjustment for the Mkr Ben, BC and RN (when installed)annunciator lights can be obtained using the RADIO LT dimming rheostat knob. SECTION 5 PERFORMANCE There is no change to the airplane performance when either of these audio control panels is installed. 0 ii September 1981 16 PILOT’S OPERATING HANDBOOK SUPPLEMENT CASSETTE STEREO AM/FM (TYPE EC-W0) SUPPLEMENT AM/FM CASSETTE STEREO ENTERTAINMENT CENTER (Type EC-100) SECTION 1 GENERAL The EC-100 Cassette Stereo Player and AM/FM Radio is a compact, fully automatic AM/ FM Mpx radio and stereo cassette player mounted in the instrument panel above the glove box, or in the alternate location utilizing the glove box. In addition to the player/radio, the system consists of stereo headphones and an externally mounted, fixed-wire antenna. All operating controls for the player/radio and headphones are shown and described in figure 1. 4 The AM/FM Mpx Radio will receive AM frequencies between 525 and 1650 kHz or FM frequencies between 88 and 108 MHz. AM or FM reception is selected by an AM/FM pushbutton located on the front of the set and with strong FM stations, at altitude, the radio can receive FM stations for over 200 miles. The cassette stereo player is equipped with four-track, two-channel stereo cassette type playback with a tape speed of 4.76 cm/sec. Any standard-size monaural or stereo cassette may be used in the player. Cassettes are automatically activated when inserted in cassette receptacle (with tape play side to the right) with radio ON and AM/ FM switch in either AM or FM position. When cassette is removed, radio play will automati cally resume. Annunciator lights will illuminate monitoring the STEREO, TAPE, or COM Interrupt modes. A COM Interrupt mode in this system, when activated, will interrupt stereo and cassette audio to provide selected aircraft radio audio to the stereo headphones. After a short delay, preselected stereo or cassette play will return following the completion of the aircraft communications. A COM ONLY mode in the EC-100, allows the pilot to eliminate all entertainment modes and activate uninterrupted navigation and commun ications audio. 11 September 1981 1 of 8 16 CASSETTE STEREO AM/FM (TYPE EC-100) PILOT’S OPERATING HANDBOOK SUPPLEMENT Headphones are equipped with individual earphone volume controls and a phone plug which must be attached to one of the phone jacks mounted overhead. Stereo phone jacks are placarded either “STEREO” or “STE REO HEADPHONE”. - NOTICE Sound from the player/radio is only available through stereo headphones. C 0 0 0 11 0 12 13 Figure 1. Cassette Stereo AM/FM Entertainment Center, Operating Control (Sheet 1 of 3) 11 September 1981 16 PILOT’S OPERATING HANDBOOK SUPPLEMENT 1. CASSETTE STEREO AM/FM (TYPE EC-lOD) OFF/VOLUME AND PULL-COM ONLY CONTROL KNOB: OFF-VOLUME CONROL Turning knob fully counterclockwise to detent turns off entire system. Advancing the knob clockwise past the detent, applies power to the unit. Advancing it further clockwise increases tbe volume of audio level. NOTE - This control affects tbe audio level of both the radio! tape system as well as the communications audio. PULL-COM ONLY Pull out on this knob to eliminate all entertainment modes and enable the NAV!COM input only. - 2. RADIO/PLAYER AND COM TONE CONTROL (TONE) Normal position of this control is fully clockwise for flat audio response. If excessive high frequency hiss is evident in the headphones, the control may be rotated counterclockwise to reduce the high frequency response. 3. AM! FM PUSHBUTTON SELECTOR SWITCH (AM! FM) Selects AM or FM radio reception; IN for FM and OUT for AM. 4. Indicates AM and FM RADIO FREQUENCY INDICATOR DIAL (AM!FM) selected operating radio frequencies for AM between 525 and 1650 kHz and FM between 88 and i08 MHz. 5. COM INTERRUPT PUSHBUTTON SELECTOR SWITCH (OFF! COM) To acti vate the communications override feature, pushbutton is pushed in. Communica tions override is eliminated by pushing button completely in and releasing (button out). 6. TUNING SELECTOR CONTROL KNOB (TUNING) Rotate to tune in desired AM or FM operating frequencies. 7. RADIO/PLAYER AND COM SPEAKER BALANCE CONTROL KNOB (BAL ANCE) Left and right speaker balance is controlled by counterclockwise and clockwise rotation of control knob. - - - - - - 8. MODE ANNUNCIATOR LIGHTS: MPX (GREEN) Illuminates green to indicate that a stereo FM station has been tuned-in. TAPE (AMBER): Dim Position Illuminates dim amber to indicate tape mode of operation. Bright Position Illuminates bright amber to indicate cassette has reached end of tape and requires changing. COM (RED) Illuminates red to indicate com mode has been activated and a com transmission is being received. - - - - Figure 1. Cassette Stereo AM/FM Entertainment Center, Operating Control (Sheet 2 of 3) 11 September 1981 3 16 CASSETTE STEREO AM/FM (TYPE EC-100) PILOT’S OPERATING HANDBOOK SUPPLEMENT 9. CASSETTE RECEPTACLE Insert cassette cartridge, turned sideways, with tape play side to the right. When the cartridge is inserted far enough, the mechanism will snap it into place and the EJECT pushhutton will move to the extended position (button out). Top numbered side will play. Either monural or standard stereo cassettes may be used. 10. TAPE EJECT AND FAST FORWARD PUSHBUTTON (EJECT/F. FWD) This pushbutton has two modes of control. For fast forward (rewind), pushbutton is pushed io slightly. Cassette is ejected when button is pushed completely in. 11. HEADPHONE EXTENSION-ADJUSTMENT ARMS Located on both sides of the headphones. Earphone extension is adjusted by sliding the adjustment arms in, or out, of the head pad to a comfortable listening position. 12. EARPHONE VOLUME CONTROL LEVERS Regulates volume of audio to individual earphones. Volume iocreases as levers are moved to higher settiogs. - - - - 13. HEADPHONE PLUO Inserts into one of the phonc jacks located overhead and placarded “STEREO” or “STEREO HEADPHONE”. Jacks are for 1/4-inch stereo plugs only. - CAUTION To prevent damage to the entertainment center, use only 8-ohm headphones with 1/4-inch stereo type plugs. 0 0 0 Figure 1. Cassette Stereo AM/FM Entertainment Center, Operating Control (Sheet 3 of 3) 11 September 1981 16 PILOT’S OPERATING HANDBOOK SUPPLEMENT CASSETTE STEREO AM/FM (TYPE EC-100) SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionics equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionics equipment is installed. SECTION 4 NORMAL PROCEDURES AM/FM RADIO OPERATIONS: 1. 2. 3. 4. Headphones INSERT headphone plug(s) into jack(s) mounted overhead and placarded either “STEREO” or “STEREO HEAD PHONE”.. SELECT a position slightly Earphone Volume Control Levers lower than medium volume for both volume control levers on the headphones. Headphone Extension-Adjustment Arms ADJUST to comforta ble listening position. OFF/VOLUME AND PULL-CaM ONLY CONTROL KNOB ROTATE control knob clockwise past detent to activate unit. Continue to rotate knob clockwise to desired volume setting. -- -- -- -- NOTE Audio can only be heard through stereo headphones. CAUTION The stall and gear warning horn may not be heard with the stereo headphones in use. With headphones plugged in, extended play at full volume should be avoided in order to prevent damage to head phones and hearing. 11 September 1981 5 16 CASSETTE STEREO AM/FM (TYPE EC-100) 5. 6. 7. 8. PILOT’S OPERATING HANDBOOK SUPPLEMENT SELECT as desired; IN for AM/FM Pushbutton Selector Switch FM, OUT for AM. TUNING Knob SELECT desired frequency. MPX Stereo Annunciator Light CHECK ON (green light will illuminate) if FM radio station reception is selected. Earphone Volume Control Levers ADJUST to desired audio setting. Volume is increased by moving levers to HI settings, and lowered by moving levers to LO settings. -- - - - - -- NOTE Improper tuning will result in poor tone and excessive noise. 9. TONE Control operation. - - ROTATE to a fully clockwise position for normal Q NOTE If excessive high frequency hiss is evident in the head phones, the control may be rotated counterclockwise to reduce the high frequency response. 10. BALANCE Control - - ADJUST to desired audio setting. CASSETTE PLAYER OPERATIONS: 1. Tape Receptacle INSERT CASSETTE with tape play side to right and adjust listening controls on unit and headphones. Player will play top numbered side. -- NOTE When tape is ejected, radio play will automatically resume. 2. TAPE Annunciator Light-- CHECK ON; Light will illuminate dim amber when cassette is installed and will illuminate bright amber when cassette has reached end of tape play and requires changing. CAUTION To insure the best performance and operation of your cassette player, follow these simple rules: a. 0 Loose cassette tape should not be played. If your tape is loose, 11 September 1981 16 CASSETTE STEREO AM/FM (TYPE EC-100) PILOT’S OPERATING HANDBOOK SUPPLEMENT rewind it before playing. Do not keep cassette tape in your player long after cassette play is finished. c. Do not use non-standard cassette tapes. Damage to your player will result. Tape EJECT/Fast Forward Pushbutton: a. To Eject Tape PUSH IN button all the way to eject cassette at end of play or at any point desired. PUSH SLIGHTLY in for b. To Select Fast Forward (Rewind) fast forward position (push button in approximately halfway). RELEASE BUTTON. c. To Cancel Fast Forward b. 3. -- - - -- COM INTERRUPT OPERATIONS: NOTE Aircraft radio(s) must be turned on and the desired audio, to be monitored by COM Interrupt, must have the asso ciated receiver’s SPEAKER/ PHONE selector switch(es) placed in the PHONE position on the audio control panel in order for the COM Interrupt feature to be operational. Audio signals that the pilot does not want to monitor, by the COM Interrupt feature, must have their associated receiver’s SPEAKER/PHONE selector switch(es) on the audio control panel placed in the OFF position. 1. 2. SELECT and TURN ON desired AM/FM Radio/Cassette Player system to be operated. SET to desired listening level. VOL Control NOTES -- -- This control affects the stereo headphone audio level of the radio/tape system and other aircraft radios selected. If the audio level from the Nav/Com Radio is too weak getting to the entertainment center, the COM Interrupt circuit will not be activated. If the audio level is too strong, distortion will be produced in the audio signal. 3. 4. PUSH Com Interrupt Pushbutton Selector Switch (on EC-iDO) button in halfway and release to activate COM Interrupt circuit. ROTATE clockwise until Aircraft’s COM Radio SQ Control background noise is notic able and note that the red (COM) annun ciator illuminates on the EC-100 to verify COM Interrupt opera tion, and then, backoff slightly on the SQ Control until background noise disappears. Repeat this operation periodically in normal flight. 11 September 1981 -- - - 7 16 CASSETTE STEREO AM/FM (TYPE EC-100) PILOT’S OPERATING HANDBOOK SUPPLEMENT COM ONLY OPERATIONS: 1. 2. PULL-COM ONLY Selector Knob PULL knob out to override all audio modes in the EC-100 and activate audio signals as selected by the PHONE switches on the audio control panel. COM Annunciator Light CHECK ON (Red) when selected audio is being received. -- - (‘) - 0 SECTION 5 PERFORMANCE There is no change to the airplanes performance when this avionic s equipment is installed. However, the installation of an externally mount ed antenna or several related external antennas will result in a minor reduction in cruise performance. 0 0 0 0 11 September 1981 17 PILOT’S OPERATING HANDBOOK SUPPLEMENT OME (TYPE 450C) SUPPLEMENT DME (TYPE 450C WITH IND-450C INDICATOR) SECTION 1 GENERAL The DME-450C system consists of a panel-mounted IND-450C Indica tor, a remotely-mounted TCR-451 Transceiver and an externally-mounted antenna. ( ( Except for selection of the operating channel, which is selected by the VHF navigation receiver frequency selector switches, the DME-450C system is capable of independent operation. The DME-450C transmits interrogating pulse pairs on 200 channels between 1041 MHz and 1150 MHz; it receives associated ground-to-air replies between 978 MHz and 1213 MHz. The IND-450C digitally displays distances to or from the selected station up to 200 nautical miles, aircraft ground speed from 30 to 399 knots, or time-to-station with a maximum time of 120 minutes. A Nay mode selector switch provides selection of ON! OFF, Nay 1, Nay 2, Hold and RNAV operation. A DME display selector switch provides selection of distance to or from station (NM), aircraft ground speed (KTS) or time-tostation (MIN). An ambient light sensor automatically controls brightness of digital display and annunciators. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. 11 September 1981 1 of 4 17 DME (TYPE 450C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 2 3 1. AMBIENT LIGHT SENSOR Senses ambient cockpit light and controls bright ness of digital display and WPT and HLD annunciators. 2. DIGITAL DISPLAY Displays distance tn or frnm statinn (NM), aircraft ground speed (KTS), or time-to-station (MIN), depending on the position of the display selector (3). - - NOTE Dashes will be observed on the display until station lock-on occurs in the NM mode or until a velocity of at least 30 knots is established with lock-on in the KTS or MIN mode. NOTE In all DME modes except RNAV, aircraft ground speed and time-tostation are meaningful only when the aircraft track is directly to or from the ground station. The ETS and MIN indications require approximately 1.5 minutes after station acquisition for final accu racy. 3. DME DISPLAY SELECTOR SWITCH Selects desired mode readouts as follows: NM Position: Displays distance to or from the selected station in nautical miles up to 199.9 nmi. KTS Position: Displays aircraft ground speed up to 399 knots. MIN Position: Displays time-to-station with a maximum time of 120 minutes. - Brightness of this switch is controlled by the radio light dimming rheostat. Figure 1. IND-4500 Indicator (Sheet 1 of 2) 11 September 1981 17 DME (TYPE 450C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 4. NAV MODE SELECTOR SWITCH Applies power to the DME and selects DME operating modes as follows: OFF: Turns the DME OFF. NAV 1: Selects DME operation with No. 1 VHF navigation set; enables channel selection by Nay 1 frequency selector switches. HOLD: Selects DME memory circuit; DME remains channeled to station to which it was last channeled when HOLD was selected and will continue to display information relative to this channel. Allows both the Nay 1 and Nay 2 navigation receivers to be set to new operational frequencies without affecting the previously selected DME operation. - CAUTION In the Hold mode there is no annunciation of the VOR/DME station frequency. However, an annunciator labeled “HLD” will illuminate on the DME to flag the pilot that the DME is in the Hold mode. NAV 2: Selects DME operation with No. 2 VHF navigation set; enables channel selection by Nay 2 frequency selector switches. RNAV: Selects area navigation operation. Brightness of this switch is controlled by the radio light dimming rheostat. Illuminates amber to indicate HOLD mode is 5. HOLD ANNUNCIATOR (HLO) selected. 6. WAYPOINT ANNUNCIATOR (WPT) Illuminates amber to indicate RNAV mode is selected. (Annunciator will not illuminate when DME is installed without RNAV.) - - Figure 1. IND-450C Indicator (Sheet 2 of 2) 11 September 1981 3 DME (TYPE 450C) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES DME OPERATION 1. 2. NAV 1 and NAV 2 VHF Navigation Receivers ON; SET fre quency selector switches to VOR/DME station frequencies as required. NAV Mode Selector Switch SET to NAV 1 or NAV 2. -- - - NOTE When the VOR frequency is selected, the appropriate DME frequency is automatically channeled. 3. DME SPEAKER/PHONE Selector Switch f on audio control panel) SET to desired mode to identify station ident tone. DME Display Selector Switch SELECT desired readout. -- 4. - - DME HOLD FUNCTION: The HOLD position is selected when the currently controlling Nay receiver (1 or 2) frequency is about to be changed but the pilot wishes the DME to remain operating on the current frequency after the navigation frequency has been changed. 1. NAV Mode Selector Switch -- SELECT HOLD. CAUTION D Inadvertent switching to any other DME Nay Mode posi tion other than HOLD must be avoided, since this could cause the DME to display erroneous information. 2. NAV 1 or NAV 2 Receiver - - SELECT new operating frequency. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 11 September 1981 Q 18 PILOT’ S OPERATING HANDBOOK SUPPLEMENT EMERGENCY LOCATOR TRANSMITTER (ELT) SUPPLEMENT EMERGENCY LOCATOR TRANSMITTER fELT) SECTION 1 GENERAL ( ( The ELT consists of a self-contained dual-frequency radio transmitter and battery power supply, and is activated by an impact of 5g or more as may be experienced in a crash landing. The ELT emits an omni-directional signal on the international distress frequencies of 121.5 and 243.0 MHz. (Some ELT units in export aircraft transmit only on 121.5 MHz.) General aviation and commercial aircraft, the FAA, and CAP monitor 121.5 MHz, and 243.0 MHz is monitored by the military. Following a crash landing, the ELT will provide line-of-sight transmission up to 100 miles at 10,000 feet. The ELT supplied in domestic aircraft transmits on both distress frequen cies simultaneously at 75 mw rated power output for 50 continuous hours in the temperature range of -4°F to +131°F (-20° C to +55°C). The ELT unit in export aircraft transmits on 121.5 MHz at 25 mw rated power output for 50 continuous hours in the temperature range of -4°F to ÷131°F (-20°C to ÷55°C). The ELT is readily identified as a bright orange unit mounted behind the baggage compartment on the right-hand side of the tailcone. To gain access to the unit, remove the rear baggage compartment decorative wall panel, and untape and pull out the ELT access plug. The ELT is operated by a control panel at the forward facing end of the unit (see figure 1). 11 September 1981 1 of 4 18 EMERGENCY LOCATOR TRANSMITTER (ELT) PILOT’S OPERATING HANDBOOK SUPPLEMENT 3 1 1. FUNCTION SELECTOR SWITCH (3-position toggle switch): ON OFF AUTO - - - Activates transmitter instantly. Used for test purposes sod if”g” switch is inoperative. Deactivates transmitter. Used during shipping, storage and following rescue. Activates transmitter only when “g” switch receives 5g or more impact. 2. COVER 3. ANTENNA RECEPTACLE - Removable for access to battery pack. - Connects to antenna mounted oo top of tailcooe. Figure 1. ELT Control Panel 11 September 1981 78 EMERGENCY LOCATOR TRANSMITTER (ELT) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS The following information is presented in the form of a placard located on the rear baggage compartment decorative wall panel. EMERGENCY LOCATOR TRANSMITTER INSTALLED AFT OF THIS PARTITION. MUST BE SERVICED IN ACCORDANCE WITH FAR PART 91.52 In addition, the following information must be presented in the form of a placard located on the ELT access plug door in the baggage compartment wall (behind the decorative panel). E.L.I. ACCESS PULL TO OPEN E.L.T. SWITCH ,AUTO ON OPERATION ACCESS MUST BE TAPED AROUND PERIPHERY BEFORE FLIGHT 1Z05250-1 SECTION 3 EMERGENCY PROCEDURES Immediately after a forced landing where emergency assistance is required, the ELT should be utilized as follows. 1. ENSURE ELT ACTIVATION --Turn a radio transceiver ON and select 121.5 MHz. If the ELT can be heard transmitting, it was activated by the “g” switch and is functioning properly. If no emergency tone is audible, gain access to the ELT and place the function selector switch in the ON position. 2. PRIOR TO SIGHTING RESCUE AIRCRAFT battery. Do not activate radio transceiver. 11 September 1981 - - Conserve airplane 18 EMERGENCY LOCATOR TRANSMITTER (ELT) PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. AFTER SIGHTING RESCUE AIRCRAFT Place ELT function selector switch in the OFF position, preventing radio interference. Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121.5 MHz. If no contact is established, return the function selector switch to ON immediately. 4. FOLLOWING RES CUE Place ELT function selector switch in the OF F position, terminating emergency transmissions. -- - - C SECTION 4 NORMAL PROCEDURES As long as the function selector switch remains in the AUTO position, the ELT automatically activates following an impact of 5g or more over a short period of time. Following a lightning strike, or an exceptionally hard landing, the ELT may activate although no emergency exists. To check your ELT for inadvertent activation, select 121.5 MHz on your radio transceiver and listen for an emergency tone transmission. If the ELT can be heard transmitting, place the function selector switch in the OFF position and the tone should cease. Immediately place the function selector switch in the AUTO position to re-set the ELT for normal operation. SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed. 0 11 September 1981 19 PILOT’S OPERATING HANDBOOK SUPPLEMENT RADAR ALTIMETER BONZER IMPATT SUPPLEMENT RADAR ALTIMETER (Bonzer Impatt) SECTION 1 GENERAL 4 ( The Bonzer Impatt Radar Altimeter System is a short pulse radar altitude system designed for automatic continuous operation over wide variations of terrain, target reflectivity, weather and aircraft altitude. The Bonzer Impatt Radar Altimeter may be used inflight to monitor absolute altitude at any altitude from 40 to 2500 feet, or the pilot may select a warning absolute altitude with the DR SET control and be alerted automat ically with aural and visual warnings whenever the aircraft descends below that absolute altitude. The Bonzer Impatt Radar Altimeter may also be used for displaying ground separation during night or instrument climbouts, as well as indicating ground clearances during approaches. The Bonzer Impatt Radar Altimeter is turned on by a panel mounted toggle switch (labeled RADAR ALT) prior to takeoff and may be left on for the duration of the flight. An initial warm-up period of approximately one minute is required before indicator accuracy can be assured. At altitude within the usable range of the indicator, proper system operation is indicated by the red OFF flag being out of view and an accurate indication of aircraft height above the nearest terrain. Once the aircraft has flown above the usable range of the indicator the pointer remains in the high altitude position. If an electrical failure occurs at anytime, the red OFF flag will appear and the pointer will stop and remain in that position. Momen tary signal loss within the usable range of the indicator will cause the pointer to swing to the high altitude position. The radar altimeter indicator provides an absolute altitude display from 40 to 2500 feet, an integral TEST button and a decision height (DH) selector knob. Internal indicator lighting is controlled by the radio light dimming rheostat. Also included is a remote mounted DR warning light. The indicator and controls for the Bonzer Impatt Radar Altimeter are shown and described in figure 1. 11 September 1981 1 of 4 19 RADAR ALTIMETER BONZER IMPATT PILOT’S OPERATING HANDBOOK SUPPLEMENT C cJ C 1. DECISION HEIGHT (DH) WARNING LIGHT A press-to-test light which illuminates amber to indicate aircraft has descended below the selected decision height, a warning horn will also sound. Light level may be dimmed by turning the outside ring clockwise. 2. ALTITUDE DISPLAY DIAL From 40 to 500 feet, calibrated in numerical graduations which represent increments of 100 feet; from 500 to 2500 numerical graduations represent increments of 500 feet. 3. ALTITUDE DISPLAY POINTER Indicates airplane altitude from 40 to 2500 feet. If the aircraft is out of the system’s range the pointer will remain in the high altitude position. When descending through 40 feet, the pointer will pause momentarily, then start back around toward the high altitude position indicating that useful information is no longer provided. If the system is turned off or becomes inoperative the pointer will stop and remain in that position. - - - - 4. DECISION HEIGHT BUG 5. SELF-TEST BUTTON Press the TEST button, the pointer will swing to the red dot on the face of the dial located below the 40 feet marker. If the aircraft absolute altitude is less than the preselected DH, the DH warning light will illuminate, and the warning horn will sound. 6. DECISION HEIGHT SET CONTROL KNOB Used to select a warning absolute altitude. The pilot will he alerted automatically with a visual and audio alert whenever the aircraft descends below the selected altitude. 7. OFF FLAG 8. RADAR ALTIMETER (RADAR ALT ONI OFF) POWER SWITCH Applies power to radar altimeter. - Indicates selected warning altitude. - - - Red OFF flag indicates power is turned off or system is inoperative. - Figure 1. Radar Altimeter (Bonzer Impatt) 2 11 September 1981 19 RADAR ALTIMETER BONZER IMPATT PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES TEST FUNCTION: Preflight Test: 1. ON. Allow approximately one minute for RADAR ALT Switch warm up. Verify OFF flag is out of view. Pointer will travel to the high altitude position. - - NOTE Inside a hangar or near large reflective objects, an errone ous reading may appear. SELECT desired warning altitude. 2. Decision Height Set Knob 3. TEST Switch PRESS. The pointer will swing to the red dot on the dial below the 40 ft. marker. DH warning light will illuminate and warning horn will sound as the pointer descends through the DH setting. After a 20 second pause and if no reflective objects are nearby, the pointer will travel back to the high altitude position. ii September 1981 -- -- 3 / 19 RADAR ALTIMETER BONZER IMPATT PILOT’S OPERATING HANDBOOK SUPPLEMENT ALTIMETER OPERATION: 1. 2. RADAR ALT Switch ON. Allow approximately one minute for warm-up. Verify OFF flag is out of view. Decision Height Set Knob SELECT desired warning altitude. -- -- CAUTION The radar altimeter must not be used to identify the MDA (Minimum Descent Altitude) or DH (Decision Height) while making an instrument approach. OPERATIONAL NOTES: 1. 2. 3. 4. 5. System lag makes radar altimeter indications unreliable during approximately the first 30 seconds or 300 feet altitude after takeoff, and when initially descending through the 2500 foot level, until absolute altitudes of 2200 feet, 1900 feet and 1600 feet are reached with descent rates of 500, 1000 and 1500 FPM, respectively. Accuracy in level flight or in descents at rates up to 500 FPM is within 7% or 50 feet, whichever is greater. The pointer will disappear from view below 2500 feet if the ground return signal is lost. The pointer may also disappear from view momentarily when the aircraft is in a bank in excess of 20°. Erroneous or spurious indications may occasionally occur at altitudes above 2500 feet even though the OFF flag may not be showing. The press-to-test function should not be actuated on approach since it may require up to 45 seconds to complete and reliable altitude indications are again available. SECTION 5 PERFORMANCE 0 There is no change to the airplane performance when this avionic equipment is installed. 0 11 September 1981 20 PILOT’S OPERATING HANDBOOK SUPPLEMENT RNAV (TYPE ANS-351C) SUPPLEMENT AREA NAVIGATION SYSTEM (TYPE ANS-351C) SECTION 1 GENERAL 4‘ The Area Navigation System (Type ANS-351C) oonsists of an ANS 351C Area Navigation Computer, a compatible Cessna 300 or 400 Series VHF navigation receiver with a course deviation indicator, and a DME 450C System with an IND-450C Indicator. There are two types of Course Deviation Indicators which may be used with this Area Navigation System. Either a type IN-442AR Indicator with VOR/LOC capabilities, or a type IN-443AR Indicator with VOR/LOC/ILS capabilities may be coupled with the No. 2 navigation receiver. These 400 Series Indicators are not equipped with a course datum synchro to provide course datum information to the autopilot. NOTE This is the only installation in which a 400 Series Radio and 400 Series Indicator, coupled with a slaved gyro system, are installed without Course Datum. (\ / —s The ANS-351C Area Navigation Computer contains concentric rotary switches for waypoint definition entry, an eight-waypoint number selec tor, an enroute/approach sensitivity control, use and return pushbuttons for waypoint management, a check pushbutton, electronic displays for data readout, and an ambient light sensor to control brightness of digital displays and annunciators. Primary power is applied to the ANS-351C by the Number 2 VHF Navigation Receiver to which it is coupled. The ANS-351C Area Navigation Computer calculates the following parameters when activated: Crosstrack deviation of the aircraft from the selected course and to/from information displayed on the associated CDI, and (as selected on the DME) ground speed displayed in knots, time-to waypoint displayed in minutes, or distance-to-waypoint displayed in nautical miles. ii September 1981 1 of 14 20 RNAV (TYPE ANS-351C) PILOT’S OPERATING HANDBOOK SUPPLEMENT The ANS-351C Area Navigation Computer has a built-in flag circuit which causes the waypoint display number to blink anytime a non-active waypoint is displayed. Another built-in flag circuit is built into the RNAV Computer to alert the pilot that the system is not operating in the RNAV mode and that the RNAV has electrically been eliminated from the system, making the computer transparent to all incoming data. When the DME has been switched to NAV 1, HOLD or NAV 2, the RADIAL readout will be flagged with either the word “Vor” or “Loc” to alert the pilot that RNAV mode is inactive. An additional flag circuit is provided in the CDI which causes a red OFF flag to appear anytime a non-usable VOR! DME signal is being received. CAUTION If RNAV set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will be inoperative. The DME-450C system used in conjunction with this RNAV system consists of a panel-mounted IND-450C Indicator, a remotely-mounted TCR-451 Transceiver and an externally-mounted antenna. Except for selection of the operating channel, which is selected by the VHF navigation receiver frequency selector switches, the DME-450C system is capable of independent operation. However, only the RNAV mode is to be used with this RNAV system. The DME-450C transmits interrogating pulse pairs on 200 channels between 1041 MHz and 1150 MHz; it receives associated ground-to-air replies between 978 MHz and 1213 MHz. The IND-450C digitally displays distances to or from the selected station up to 200 nautical miles, aircraft ground speed from 30 to 399 knots, or time-to-station with a maximum time of 120 minutes. A Nay mode selector switch provides selection of ON! OFF, Nay 1, Nay 2, Hold and RNAV operation. A DME display selector switch provides selection of distance to or from station (NM), aircraft ground speed (KTS) or time-tostation (MIN). An ambient light sensor automatically controls display intensity. All operating controls and displays which are part of the ANS-351C Area Navigation Computer, IND-450C Indicator and Course Deviation Indicators IN-442AR and IN-443AR are shown and described in Figure 1. Other controls required for operation of the ANS-351C RNAV system with DME-450C are included on the VHF Nay 2 receiver and are shown and described in the 300 and 400 Nav!Com (Types RT-385A and RT-485A) Supplements in this section. 11 September 1981 PILOT’S OPERATING HANDBOOK SUPPLEMENT IN-442AR STANDARD VOR/LOC CDI 20 RNAV (TYPE ANS-351C) IN-443AR OPTIONAL VOR/LOC/ILS CDI Figure 1. ANS-351C Computer, IND-450C Indicator and Associated CDI Controls (Sheet 1 of 5) 11 September 1981 20 PILOT’S OPERATING HANDBOOK SUPPLEMENT RNAV (TYPE ANS-351C) 1. AMBIENT LIGHT SENSOR Senses ambient cockpit light and controls bright ness of digital displays (5, 6, 7) and ENR/APPR annunciators (3). 2. MODE CONTROL KNOB Selects ENR (enroute) or APPR (approach) modes of operation. In the enroute mode, CDI deviation is 1 nmi/dot, 5 nmi full scale. In approach, deviation is 0.25 nmi/dot, 1 1/4 nmi full scale deflection out to 40 nmi from the waypoint. 3. ENROUTE AND APPROACH MODE ANNUNCIATOR LIGHTS (ENR/APPR) When the annunciator light illuminates amber under either ENR or APPR modes, it indicates selection of ENR (enroute) sensitivity (1 nmi/dot) or APPR (approach) sensitivity (0.25 nmi/ dot). 4. WAYPOINT SELECTOR KNOB (WPT) from 1 through 8. 5. WAYPOINT NUMBER DISPLAY (WPT 1 thru 8) Digitally displays (from 1 thru 8) the selected waypoint defined by the displayed data. A blinking number indicates a non-active waypoint; continuously ON number indicates the active waypoint. 6. RADIAL DISPLAY READOUT (RADIAL) When DME is set to RNAV mode, the computer will digitally display the VOR RADIAL from the reference station on which the waypoint is located. When the DME is set to Nay 1, Hold, or Nay 2, the computer display will spell out “Vor” when a VOR frequency is selected on the Nay receiver, or “Loc” will be spelled out if a localizer frequency is selected on the Nay receiver. - - - - Selects the desired display waypoints, - - NOTE Four zeros will be displayed until desired radial data is dialed in. 7. DISTANCE DISPLAY READOUT (DISTANCE) Digitally displays DISTANCE in nautical miles from the reference station to the waypoint. - NOTE Three zeros will be displayed until desired distance data is dialed in. 8. DISTANCE SELECTOR KNOBS Sets distance information in nautical miles into the display. Two concentric knobs control information as follows: - Large outer knob: Changes display in 10 nmi increments. Small inner knob : Pushed in, changes display in 1 nmi increments. Pulled out, changes display in 0.1 nmi increments when less than 100 nmi. Beyond 100 nmi, changes display in 1 nmi increments. 0 Figure 1. ANS-351C Computer, IND-450C Indicator and Associated CDI Controls (Sheet 2 of 5) 11 September 1981 PILOT’S OPERATING HANDBOOK SUPPLEMENT 20 RNAV (TYPE ANS-351C) 9. CHECK BUTTON (CHK) When the CHK pushbutton is pressed and held, and the DME display selector switch is in the NM position, the DME indicatorwill display distance from the selected DME facility rather than the waypoint. As a signal that raw data is being displayed on the DME, the waypoint annunciator on the DME will be extinguished. Exercising the check feature does not disturb the RNAV calculation, RNAV course deviation display on the CDI, to/from flag or RNAV autopilot coupling. The CHK pushbutton is spring-loaded to ensure return to the RNAV position when released. Brightness of this button is controlled by the radio light dimming rheostat. 10. RADIAL SELECTOR KNOBS Sets information into the display. Two concentric knobs control information as follows: - - Large outer knob: Changes display in 10° increments. Small inner knob: Pushed in, changes display in 1° increments. Pulled out, changes display in 0.10 increments. 11. USE PUSHBUTTON Pressing the USE pushbutton converts the displayed preview waypoint (indicated by a blinking WPT number) into the active waypoint. Brightness of this button is controlled by the radio light dimming rheostat. 12. RETURN PUSHBUTTON (RTN) Pressing the RTN pushbutton returns the display to the previously selected active waypoint when a non-active waypoint is currently being displsyed. Brightness of this button is controlled by thc radio light dimming rheostat. 13. AMBIENT LIGHT SENSOR Senses ambient cockpit light and controls bright ness of digital display and WPT and HLD annunciators. 14. DIGITAL DISPLAY Displays distance to or from station or waypoint (NM), aircraft ground speed (KTS), or time-to-station or waypoint (MIN), depending on the position of the display selector (15). - - - - NOTE Dashes will be observed on the display until station lock-on occurs in the NM mode or until a velocity of at least 30 knots is established with lock-on in the KTS or MIN mode. NOTE In all OME modes including RNAV, aircraft ground speed and timeto-station are meaningful only when the aircraft track is directly to or from the ground station or waypoint. The KTS and MIN indica tions require approximately 10-12 minutes in RNAV ENR mode or 4-5 minutes in the RNAV APPR mode to attain 90-95 percent final (stabilized) calculated value. Figure 1. ANS-351C Computer, IND-450C Indicator and Associated CDI Controls (Sheet 3 of 5) 11 September 1981 20 PILOT’S OPERATING HANDBOOK SUPPLEMENT RNAV (TYPE AN5-351C) 15. DME DISPLAY SELECTOR SWITCH Selects desired mode readouts as follows: NM Position: Displays distance to or from the selected station or waypoint in nautical miles up to 199.9 nmi. KTS Position: Displays aircraft ground speed up to 399 knots. MIN Position: Displays time-to-station or waypoint with a maximum time of 120 minutes. - Brightness of this switch is controlled by the radio light dimming rheostat. 16. NAV MODE SELECTOR SWITCH Applies power to the DME and selects DME operating modes as follows: OFF: Turns the DME OFF. NAV 1: Selects DME operation with No. 1 VHF navigation set; enables channel selection by Nay 1 frequency selector switches. HOLD: Selects DME memory circuit; DME remains channeled to station to which it was last channeled when HOLD was selected and will continue to display information relative to this channel. Allows both the Nay 1 and Nay 2 navigation receivers to be set to new operational frequencies without affecting the previously selected DME operation. - C CAUTION In the Hold mode there is no annunciation of the VOR/ DME station frequency. However, an annunciator labeled “HLD” will illuminate on the DME to flag the pilot that the DME is in the Hold mode. NAV 2: Selects DME operation with No. 2 VHF navigation set; enables channel selection by Nay 2 frequency selector switches. RNAV: Selects area navigation operation with the No.2 VHF navigation set. Brightness of this switch is controlled by the radio light dimmtng rheostat. Illuminates amber to indicate HOLD mode is 17. HOLD ANNUNCIATOR (HLD) selected. 18. WAYPOINT ANNUNCIATOR (WPT) mode is selected. 19. COURSE CARD 20. Amber light illuminates when an autopilot’s BACK-COURSE LAMP (BC) back-course function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed. Light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAY/NITE selector switch. 21. AREA NAV LAMP (RN) When green light is illuminated, indicates that RNAV operation is selected. Light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAY! NITE selector switch. - - - Illuminates amber to indicate RNAV Indicates selected VOR or RNAV course under course index. - - Figure 1. ANS-351C Computer, IND-450C Indicator and Associated CDI Controls (Sheet 4 of 5) 6 11 September 1981 20 RNAV (TYPE ANS-351C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 22. OMNI BEARING SELECTOR (OBS) Rotates course card (19) to select desired bearing to or from a VOR station or to or from a selected RNAV waypoint. 23. RECIPROCAL COURSE INDEX course. 24. Operates only with VOR, localizer or RNAV OFF/TO-FROM INDICATOR signaL OFF position (red flag) indicates unusable signal. With usable VOR signal, when OFF position disappears, tedicates whether selected course is TO or FROM station or waypoint. With usable localizer signal, white TO flag is in view. 25. Indicates course deviation from selected COURSE DEVIATION POINTER VOR or RNAV course or localizer centerline. 26. COURSE INDEX 27. GLIDE SLOPE DEVIATION POINTER slope. 28. When visible, red OFF flag indicates unreliable GLIDE SLOPE ‘OFF” FLAG glide slope signal or improperly operating equipment. Flag disappears when a reliable glide slope signal is being received. - - Indicates reciprocal of selected VOR or RNAV - - - Indicates selected VOR or RNAV course (bearing) - Indicates deviation from ILS glide - Figure 1. ANS-351C Computer, IND-450C Indicator and Associated CDI Controls (Sheet 5 of 5) 11 September 1981 7 20 RNAV (TYPE ANS-351C) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS The following RNAV IFR approach limitation must be adhered to during airplane operation. 1. IFR Approaches Follow approved published RNAV instrument approach procedures. -- 0 SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL OPERATION C 300 & 400 NAV/COM VOR NAVIGATION CIRCUITS VERIFICATION TEST: 1. Since the TEST position on the 300 and 400 Nay/Corn radios is inoperative when the Nay! Coms are coupled to this Area Naviga tion System, the “VOR SELF TEST OPERATION” as outlined in the 300 and 400 Nay! Corn (Types RT-385A and RT-485A) Supple ments cannot he used. To check out the complete system, follow the “GROUND CHECK PROCEDURES” as outlined later in this Sup plement. VOR/LOC NAVIGATION: As a convenience to the pilot, a separate supplement (Avionic Opera tion Guide) is supplied to explain the various procedures for using the VHF Navigation Set for VOR a- U localizer navigation. Refer to the Avionic Operation Guide for flight procedures. 0 11 September 1981 20 PILOT’S OPERATING HANDBOOK SUPPLEMENT RNAV (TYPE ANS-351C) AREA NAVIGATION OPERATION NOTES 1. Proper RNAV operation requires valid VOR and DME inputs to the RNAV system. In certain areas, the ground station antenna patterns and transmitter power may be inadequate to provide valid signals to the RNAV. For this reason, intermittent RNAV signal loss may be experienced enroute. Prolonged loss of RNAV signal shall require the pilot to revert to other navigational procedures. 2. As the flight progresses, sequence through waypoints in order, always keep within range of VORTAC being used by maintaining proper altitude and distance from the facility. If usable range is exceeded, the OFF flag will appear on the CDI. Normally, switch ing waypoints should be done long before flag appearances to ensure the accurate distance, ground speed, time-to-waypoint and minimum crosstrack deviation that will result if closest and strongest signal is used. 3. Selection of the Nay 1, Hold, or Nay 2 positions on the DME Nay mode selector switch electrically eliminates the ANS-351C from the RNAV system, making the computer non-receptive to all incoming data. When operating in these conventional VOR/DME modes, the ANS-351C RADIAL display will spell out “Vor” or “Loc” to prevent being misled into believing that an RNAV waypoint is being flown. Rotating the waypoint selector knob allows preview and set up of waypoints even though operating in the conventional DME modes. Attempting to activate a waypoint in the conventional DME modes by pressing the USE pushbutton will yield no results and the WPT number display will remain blinking, indicating a preview waypoint. Pressing the RTN button will restore the “Vor” or “Loc” annunciation on the RADIAL display and the previously preset waypoints will remain in memory. NOTE The ILS mode selection takes precedence over all other mode selection and is automatic whenever an ILS fre quency is selected on the No. 2 navigation receiver. 4. If at anytime an ILS frequency is selected on the No. 2 set, with the ANS-351C operating in the RNAV mode, operation will be restored on the same waypoint when a VOR frequency is again selected. This feature allows channeling through ILS frequencies without changing the selected waypoint number. 11 September 1981 9 20 RNAV (TYPE AN5-351C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 5. Ground speed, time-to-waypoint, and distance-to-waypoint func tions require stabilization time after initial function selection has been made. Allowing 10 minutes for stabilization when operating in the ENR mode will provide a display that is 90 percent of the final calculated value; 12 minutes after initial selection, a display that is 95 percent of the final calculated value will be provided. Stabilization time can be greatly reduced if the APPR mode is selected just prior to, or immediately after, the time that any one of the subject functions is selected. The APPR mode switches in a speed-up circuit that reduces the time for 90 percent of final value display to 4 minutes, and the time for 95 percent of final value display to 5 minutes. After stabilization is achieved, the ENR/APPR control may be switched back to ENR for normal enroute operation. 6. Course changes in excess of 45 degrees will result in temporary display changes for ground speed, time-to-waypoint, or distance to-waypoint. Initially, ground speed will decrease and both time to-waypoint and distance-to-waypoint will increase after the course change is made. After the new course has been established for several minutes, all functions will again stabilize and display final calculated values. Course changes exceeding 120 degrees require stabilization time greater than 12 minutes in ENR mode or 5 minutes in APPR mode. 7. For accurate CDI sensitivity, approach mode is restricted to 50 nautical miles or less from the waypoint in use. Enroute mode is restricted to distances no greater than 200 nautical miles from the waypoint in use. 8. VOR/DME facilities must be co-located. 9. The display of time-to-station/waypoint on the DME display, when in RNAV mode, is only valid if aircraft track is “TO” the waypoint. GROUND CHECK PROCEDURES: Before each flight in which RNAV is to be used for primary guidance, the following procedures should be used, when possible, to verify RNAV system performance. 1. Taxi the aircraft to position free and clear of metal structures and within good reception distance of a local VOR/DME facility. 11 September 1981 20 RNAV (TYPE ANS-351C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 2. 3. 4. 4Th ) , 5. 6. 7. 8. 9. 10. 11. 12. SPEAKER/PHONE Selector Switches (on audio control panel) SET NAV 2 to desired mode. COM OFF/VOL Control --TURN ON; adjust NAV VOL control to desired audio level. SELECT the NAV Frequency Selection (on No. 2 Nay Receiver) local VOR/DME frequency. SELECT RNAV mode. DME NAV Mode Selector Switch SET to NM. DME DISPLAY Selector Switch SELECT APPR (approach) mode. RNAV Mode Control Knob SELECT all zeros. RADIAL and DISTANCE Selector Knobs ROTATE to center the course NAV 2 Indicator OBS Knob deviation pointer. NOTE DME distance display readout DME DIGITAL DISPLAY (after the CDI and Distance displays have stabilized). PRESS to display raw VOR/DME data. The RNAV CHK Button DME distance-to-VOR readout should agree with the previous (step 10) RNAV DME distance-to-waypoint readout within 0.5 NM. DME NAV MODE Selector Switch - SELECT NAV 2 and observe that the CDI remains within 2 dots of center and check that the DME distance-to VOR display remains within 0.5 NM of the distance displayed in step 10. -- -- - - -- - - -- - - -- -- - PREVIEWING AND MODIFYING WAYPOINTS: NOTES Modifications to the active waypoint should not be made while the RNAV system is coupled to the autopilot. Any of the waypoints may be previewed at anytime in any mode. 1. 2. 3. WPT Selector Knob - ROTATE until the desired waypoint number is displayed. WPT Number Display -- OBSERVE that number is blinking, indicating that the waypoint is a preview waypoint and not the active waypoint. RADIAL and DISTANCE Selector Knobs -- SET as desired if preview waypoint is to be modified. - NOTE Only the displayed waypoint, whether it is the active waypoint or a preview waypoint, will be affected by the data (Radial and Distance) selector switches. 11 September 1981 11 20 RNAV (TYPE ANS-351C) 4. PILOT’S OPERATING HANDBOOK SUPPLEMENT RTN Pushbutton PRESS to return the display to the active waypoint number or operating mode (VOR or LOC). - - NOTE In the RNAV mode of operation, the waypoint selector may also be manually rotated until the active waypoint number is again displayed in lieu of using the RTN pushbutton. 5. WAYPOINT Number OBSERVE that number is continuously on, indicating that active waypoint is now displayed. - - NOTE Previewing waypoints, whether in the conventional VOR/DME modes or RNAV mode, will not affect system operation in any way. WAYPOINT PROGRAMMING ON THE GROUND: 1. Using a VFR sectional, enroute instrument chart, instrument approach plate, or enroute RNAV chart DETERMINE distance and radial for desired waypoints from appropriate VOR/DME stations. -- NOTE Start engine prior to turning ON avionics equipment. 2. 3. 4. VHF NAV 2 Receiver ON to apply power to Nay receiver and RNAV set. DME Nay Mode Selector Switch RNAV. WPT Selector Knob 1. -- -- -- NOTE When power is first applied to the RNAV set, waypoint number 1 will be displayed above the WPT legend as the active waypoint with zero RADIAL and DISTANCE dis played. 5. RADIAL and DISTANCE Selector Knobs ROTATE until the desired data is displayed. The displayed data will be automatically transferred into the number 1 waypoint memory. - - 11 September 1981 20 RNAV (TYPE ANS-351C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 6. REPEAT Steps 4 and 5 to program remaining waypoints. NOTE The displayed waypoint data in the RADIAL and DIS TANCE displays before modification is never retained after new waypoint data has been entered. If the active waypoint is revised, the new data will immediately be used in the RNAV computation. Similarly, previewed waypoints, once modified, retain the new data until the waypoint definition is again modified, or the system is turned off. 7. RTN (Return) Pushbutton -- PRESS to display active waypoint. CHANGING WAYPOINTS IN FLIGHT: 1. 2. 3. 4. 5. WPT Selector Knob ROTATE until the desired waypoint number and coordinates are displayed. SELECT the desired reference frequency VHF Nay 2 Receiver and identify station by listening to ident tone. SET to desired course. Nay Indicator OBS Knob PRESS and observe that the waypoint identifi USE Pushbutton cation number stops blinking. DME Display Selector Switch-- SELECT desired display readout. (Distance-to-waypoint will be displayed when NM position is selected.) -- - - -- - - NOTE In the KTS and MIN modes, allow 10-12 minutes to attain a 90-95 percent final (stabilized) calculated value in the ENR mode or 4-5 minutes to attain a 90-95 percent final (stabil ized) calculated value in the APPR mode. The NM display is accurate immediately after “lock on”. 11 September 1981 13 20 RNAV (TYPE ANS-3olC) PILOT’S OPERATING HANDBOOK SUPPLEMENT CHECK FUNCTION: The distance of the aircraft from the selected VOR/ DME station may be checked at anytime while operating in the RNAV mode whenever the DME display selector switch is in the NM position. 1. 2. 3. 4. () CHK Pushbutton PRESS and HOLD. DME Digital Display OBSERVE distance from VOR/DME station displayed. DME WAYPOINT (WPT) Annunciator OBSERVE WPT annun ciator EXTINGUISHED as a signal that raw DME data is being displayed on the DME. CHK Pushbutton RELEASE. -- -- - - -- 0 SECTION 5 PERFORMANCE 0 - There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. C 0 11 September 1981 27 PILOT’S OPERATING HANDBOOK SUPPLEMENT HSI (TYPE IG-832A) SUPPLEMENT OPTIONAL SLAVED HORIZONTAL SITUATION INDICATOR (HSI) (TYPE IG-832A) (STANDARD EQUIPMENT ON 400B IFC SYSTEM) SECTION 1 GENERAL The IG-832A Horizontal Situation Indicator (HSI) is an additional navigation indicator option available with Cessna 300 or 400 Nay! Corn radios. When dual Nay! Corns are installed, the HSI is coupled to the first Nay/Corn and a standard 300 or 400 series VOR/LOC indicator is coupled to the second Nay! Corn. This system consists of a Horizontal Situation Indicator (HSI), a SA 832A remote slaving accessory without course datum or an alternate SA 832B with a bootstrap syncro transmitter for RMI and Course Datum operation, a remote magnetic flux detector and a remote VOR/LOC converter which is only installed without a RNAV installation. The HSI features the modified ARINC face presentation, providing a slaved gyro heading display with a built-in slaving indicator and full ILS navigation capability. When the HSI is installed with a 400B series Autopilot, a BC light is installed on the instrument panel, adjacent to the HSI, to alert the pilot of back-course operations. Each control and indicator function is described in Figure 1. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this instrument is installed. 11 September 1981 1 of 4 21 HSI (TYPE IG-832A) PILOT’S OPERATING HANDBOOK SUPPLEMENT ED 16 15 0 14 13 12 0 1. HORIZONTAL SITUATION INDICATOR (HSI) Provides a pictorial presenta tion of aircraft deviation relative to VOR radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north. - 2. OMNI BEARING POINTER Indicates selected VOR course or localizer course on compass card (16). The selected VOR radial or localizer heading remains set on the compass card when the compass card (16) is rotated. 3. NAV FLAG When flag is in view, indicates that the NAV receiver signal being received is not reliable. 4. HEADING REFERENCE (LUBBER LINE) on compass card (16). 5. HEADING WARNING FLAG (HDG) When flag is in view the heading display is invalid due to interruption of either electrical or vacuum power. 6. GYRO SLAVING INDICATOR Displays visual indication of heading indicator and flux detector synchronization. When slaving needle is aligned with the HSI 45° right index, it shows that the heading indicator agrees with the aircraft magnetic heading. Off-center pointer deflections show the direction of heading indicator error relative to aircraft magnetic heading. The compass CARD SET knob (9) may be used at any time to more rapidly accomplish synchronization of the heading indicator reading with magnetic heading as indicated by the slaving indicator. 0 - - - 0 Indicates aircraft magnetic heading - - Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832A) (Sheet 1 of 2) 11 September 1981 C 21 HSI (TYPE IG-832A) PILOT’S OPERATING HANDBOOK SUPPLEMENT Indicates selected reference heading relative to the compass 7. HEADING BUG card (16). 8. TO/FROM INDICATOR FLAG selected course. 9. HEADING SELECTOR AND CARD SET KNOB (PUSH 8 CARD SET) When rotated in normal (out) position, positions heading “bug” (7) on compass card (16) to indicate selected heading for reference or for autopilot tracking. When pushed in and rotated, sets compass card (16) to agree with magnetic compass. The omni bearing pointer (2), heading bug (7), and deviation bar (10) rotate with the compass card (16). 10. Bar is center portion of omni bearing COURSE (OMNI) DEVIATION BAR pointer and moves laterally to pictorially indicate relationship of aircraft to selected course. It relates in degrees of angular displacement from VOR radials or locaHzer beam center. 11. Indicates aircraft displacement from VOR, or COURSE DEVIATION DOTS localizer beam center. A course deviation bar displacement of 2 dots represents full scale (VOR = ±100 or LOC = ±21/20) deviation from beam centerline. 12. When rotated, positions omni bearing pointer COURSE SELECTOR ( $) KNOB (2) on the compass card (16) to select desired VOR radial or localizer course. 13. Indicates displacement from glide slope beam center. A GLIDE SLOPE SCALE glide slope deviation bar displacement of 2 dots, represents full scale (0.7°) deviation above or below glide slope beam centerline. 14. GLIDE SLOPE POINTER Indicates on glide slope scale (13) aircraft displace ment from glide slope beam center. 15. GLIDE SLOPE FLAG reliable. 16. COMPASS CARD lubber line (4). 17. BACK-COURSE LIGHT (BC) (Installed in a remote position, as shown, with a 400B Autopilot only. The BC light is incorporated in the mode selector on the 400B IFC system.) Remote amber BC light installed with a 400B Autopilot will illuminate when back-course operation is selected by the REV SNS (Reverse Sense) LOC 1 switch located in the autopilot accessory unit. With 400B IFC system, when back-course operation is selected, the BC light incorporated in the MODE SELECTOR will illuminate green. - Indicates direction of VOR station relative to -- - - - - - - - - When in view, indicates glide slope receiver signal is not Rotates to display heading of airplane with reference to - CAUTION When back-course operation is selected, the course (omni) devia tion bar on the HSI does not reverse. However, selection of backcourse operation will always cause the localizer signal to the autopilot to reverse for back-course operation. Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832A) (Sheet 2 of 2) 11 September 1981 3 21 HSI (TYPE IG-832A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this instrument is installed. SECTION 4 NORMAL PROCEDURES CAUTION C 0 Both electrical and vacuum power must be supplied to this instrument for proper functioning. Absence of either will result in unreliable heading information.However, loss of the vacuum power will not affect the omni bearing pointer or glide slope pointer. Normal procedures for operation of this system differ little from those required for the more conventional Course Deviation Indicators. However, several small differences are worth noting. The rectilinear movement of the omni deviation bar in combination with the rotation of the compass card in response to heading changes, provides an intuitive picture of the navigation situation at a glance when tuned to an omni station. When tuned to a localizer frequency, the omni bearing pointer must be set to the inbound front course for pth front and back-course approaches to retain this pictorial presentation. When the HSI system is installed with a Cessna 40DB (Type IF-550A) Autopilot, a back-course indicator light labeled BC, is mounted adjacent to the HSI and will illuminate amber when the reverse sense (REV SNS) switch (mounted in the autopilot accessory unit) is placed in the ON (LOC 1) position to alert the pilot that back-course operation is selected. The BC light is incorporated in the MODE SELECTOR on the 40DB IFCS system. The HSI needle will not be reversed but the LOC signals to the autopilot will be. Light dimming for both types of BC lighting is provided for low ambient light conditions. For normal procedures with autopilots, refer to the 40DB and 40DB IFCS Autopilot Supplements in this handbook if they are listed in this section as options. A description of course datum and autopilot procedures for course datum are incorporated in the appropriate autopilot supplements. SECTION 5 PERFORMANCE Q There is no change to the airplane performance when this instrument is installed. 11 September 1981 22 PILOT’S OPERATING HANDBOOK SUPPLEMENT SSB HF TRANSCEIVER (TYPE ASB-125) SUPPLEMENT SSB HF TRANSCEIVER (TYPE ASB-J25) SECTION 1 GENERAL The ASB- 125 HF transceiver is an airborne, 10-channel, single side band (SSB) radio with a compatible amplitude modulated (AM) transmitting-receiving system for long range voice communications in the 2 to 18 MHz frequency range. The system consists of a panel mounted receiver/exciter, a remote mounted power amplifier/power supply, an antenna coupler and an externally mounted, fixed wire, medium! high frequency antenna. A channel selector knob determines the operating frequency of the ( transceiver which has predetermined crystals installed to provide the desired operating frequencies. A mode selector control is provided to supply the type of emission required for the channel, either sideband, AM or telephone for public correspondence. An audio knob, clarifier knob and squelch knob are provided to assist in audio operation during receive. In addition to the aforementioned controls, which are all located on the receiver/exciter, a meter is incorporated to provide antenna loading readouts. The system utilizes the airplane microphone, headphone and speaker. Operation and description of the audio control panels used in conjunction with this radio are shown and described in another supplement in this section. 11 September 1981 1 of 4 22 SSB HF TRANSCEIVER (TYPE ASB-125) PILOT’S OPERATING HANDBOOK SUPPLEMENT 0 1. CHANNEL WINDOW 2. RELATIVE POWER METER amplifier/anienna system. 3. MODE SELECTOR CONTROL Selects one of the desired operating modes: USB Selects upper sideband operation for long range voice communica tions. AM Selects compatible AM operation and full AM reception. TEL Selects upper sideband with reduced carrier, used for public corres pondence telephone and ship-to-shore. LSB (Optional) Selects lower sideband operation (not legal in U.S., Canada and most other countries). Displays selected channel. - - Indicates relative radiated power of the power - - - - - 4. SQUELCH CONTROL Used to adjust signal threshold necessary to activate receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise. 5. CLARIFIER CONTROL Used to “clarify” single sideband speech during receive while in USB mode only. 6. CHANNEL SELECTOR CONTROL Selects desired channel. Also selects AM mode if channel frequency is 2003 kHz, 2182 kHz or 2638 kHz. 7. ON - - - - AUDIO CONTROL Figure 1. - Turns set ON and controls receiver audio gain. SSB HF Transceiver Operating Controls 11 September 1981 22 PILOT’S OPERATING HANDBOOK SUPPLEMENT SSB HF TRANSCEIVER (TYPE ASB-125) SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES COMMUNICATIONS TRANSCEIVER OPERATION: NOTE The pilot should be aware of the two following radio operational restrictions: a. For sideband operation in the United States, Canada and various other countries, only the upper sideband may be used. Use of lower sideband is prohibited. b. Only AM transmissions are permitted on frequencies 2003 kHz, 2182 kHz and 2638 kHz. The selection of these channels will automatically select the AM mode of trans mission. 1. 2. 3. 4. 5. SELECT trans XMTR SEL Switch (on audio control panel) ceiver. SPEAKER/PHONE Selector Switches (on audio control panel) SELECT desired mode. ON (allow equipment to warm up for 5 ON-AUDIO Control minutes for sideband or one minute for AM operation and adjust audio to comfortable listening level). SELECT desired frequency. Channel Selector Control SELECT operating mode. Mode Selector Control 11 September 1981 -- -- -- - - -- 3 22 SSB HF TRANSCEIVER (TYPE ASB-l25) 6. 7. 8. PILOT’S OPERATING HANDBOOK SUPPLEMENT SQUELCH Control -- ADJUST clockwise for normal background noise output, then slowly adjust counterclockwise until the receiver is silent. CLARIFIER Control ADJUST when upper single sideband RF signal is being received for maximum clarity. Mike Button: a. To Transmit DEPRESS and SPEAK into microphone. NOTE -- (\— -- Sidetone and interphone intercom are not available on this radio. b. To Receive -- RELEASE mike button. NOTE Voice communications are not available in the LSB mode. NOTE Lower sideband (LSB) mode is not legal in the U.S., Canada, and most other countries. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. Q 0 0 11 September 1981 23 PILOT’S OPERATING HANDBOOK SUPPLEMENT HSI (TYPE IG-832C) SUPPLEMENT OPTIONAL UNSLAVED HORIZONTAL SITUATION INDICATOR (HSI) (TYPE IG-832C) SECTION 1 GENE RAL ( 1 The IG-832C Horizontal Situation Indicator (HSI) is an additional navigation indicator option which provides a heading reference with respect to an unslaved directional gyro, a heading reference bug, VOR course selection, and a pictorial presentation of the airplane position relative to VOR and localizer courses and glide slopes. This indicator is used with Cessna 300 and 400 Nay! Corn radios. When dual Nay! Corn radios are installed, the HSI is coupled to the number 1 NAV/COM and a standard 300 or 400 series VOR/LOC course deviation indicator is coupled to the number 2 NAV/ COM. This system consists of a Horizontal Situation Indicator (HSI-Type IG-832C) and a remote mounted VOR/LOC Converter (Type B-445A). The course datum is not available. However, the HSI indicator is unslaved and HSI features the modified ARINC face presentation with full ILS naviga tion capability. When the HSI is installed with a 300A or 400B Autopilot HSI, system, a BC light is installed on the instrument panel, adjacent to the indicator and control Each operation. back-course of pilot to alert the function is described in Figure 1. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this instrument is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this instrument is installed. 11 September 1981 1 of 4 23 HSI (TYPE IG-832C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 123 \ .j____’ 4 5 f 6 I I 0 1514 0 1110- 0 1. HORIZONTAL SITUATION INDICATOR (HSI) Provides a pictorial presenta tion of aircraft deviation relative to VOR radials aod localizer beams. It also displays gtide slope deviations and gives heading reference with respect to magnetic north when compass card is set to agree with compass. - 2. OMNI BEARING POINTER Indicates selected VOR course or localizer course on compass card (6). The selected VOR radial or localizer heading remains set on the compass card when the compass card (6) is rotated. 3. NAV FLAG When flag is in view, indicates that the NAV receiver signal being received is not reliable. 4. HEADING REFERENCE (LUBBER LINE) on compass card (6). 5. - - - Indicates aircraftmagnetic heading HEADING WARNING FLAG (HDG) When flag is in view the heading display is invalid due to interruption of either electrical or vacuum power. - 6. COMPASS CARD Rotates to display heading of airplane with reference to lubber line (4). Must be set to agree wtth aircraftcompass using Card Set Knob (9). 7. COURSE DEVIATION DOTS Indicates aircraft displacement from VOR, or localizer beam center. A course deviation bar (15) displacement of 2 dots represents full scale (VOR = ± 100 or LOC = ± 21/20) deviation from beam centerline. 8. TO/FROM INDICATOR FLAG selected course. - - Figure 1. - Indicates direction of VOR station relative to Horizontal Situation Indicator (HSI) (Type IG-832C) (Sheet 1 of 2) 11 September 1981 () 23 HSI (TYPE IG-832C) PILOT’S OPERATING HANDBOOK SUPPLEMENT 9. HEADING SELECTOR AND CARD SET KNOB (PUSHÔ CARD SET) When rotated in normal (out) position, positions heading “bug” (14) on compass card (6) to indicate selected heading for reference or for autopilot tracking. When pushed in and rotated, sets compass card (6) to agree with magnetic compass. The omni bearing pointer (2), heading bug (14), and deviation bar (15) rotate with the compass card (6). - NOTE The compass card (6) must be reset periodically to compensate for precessional errors in the gyro. 10. When rotated, positions omni bearing pointer KNOB COURSE SELECTOR ( (2) on the compass card (6) to select desired VOR radial or localizer course. 11. Indicates displacement from glide slopebeamcenter.A GLIDE SLOPE SCALE glide slope deviation bar displacement of 2 dots, represents full scale (0.7°) deviation above or below glide slope beam centerline. 12. Indicates on glide slope scale (11) aircraft displace GLIDE SLOPE POINTER ment from glide slope beam center. 13. GLIDE SLOPE FLAG reliable. 14. HEADING BUG (6). 15. COURSE (OMNI) DEVIATION BAR Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course. It relates in degrees of angular displacement from VOR radials or localizer beam center (see Item 7). 16. BACK-COURSE LIGHT (BC) (Installed in a remote position, as shown, with 300A The remote BC light will illuminate amber when and 400B Autopilots only.) back-course operation is selected either by the REV SNS LOC 1 switch (17) mounted in the 400B autopilot’s accessory unit or the BACK CRS pushbutton on the 300A autopilot. Light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAY/NITE selector switch. - - - - - When in view, indicates glide slope receiver signal is not Indicates selected reference heading relative to compass card - - CAUTION When back-course operation is selected, the course (omni) devia tion bar (15) on the HSI does not reverse. However, selection of back course operation will always cause the localizer signal to the autopilot to reverse for back-course operation. Figure 1. Horizontal Situation Indicator (HSI) (Type IG-832C) (Sheet 2 of 2) 11 September 1981 3 23 HSI (TYPE IG-832C) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES (‘N CAUTION Both electrical and vacuum power must be supplied to this instrument for proper functioning. Absence of either will result in unreliable heading information. However, loss of the vacuum power will not affect the omni bearing pointer or glide slope pointer. Normal procedures for operation of this system differ little from those required for the more conventional Course Deviation Indicators. However, several small differences are worth noting. The rectilinear movement of the omni deviation bar in combination with the rotation of the compass card in response to heading changes, provides an intuitive picture of the navigation situation at a glance when tuned to an omni station. When tuned to a localizer frequency, the omni bearing pointer must be set to the inboard front course for both front and back-course approaches to retain this pictorial presentation. When the HSI system is installed with a Cessna 300A (Type AF-395A) or Cessna 400B (Type IF-550A) Autopilot, a back-course indicator light labeled BC, is mounted adjacent to the HSI and will illuminate amber when either the reverse sense (REV SNS) switch (mounted in the 400B autopi lot’s accessory unit) is placed in the ON (LOC 1) position or the BACK CRS pushbutton on the 300A Autopilot is activated to alert the pilot that backcourse operation is selected. With either autopilot, the HSI needle will not be reversed but the LOC signals to the autopilot will be. Light dimming for the BC light is only available when installed with an audio control panel incorporating the annunciator lights DAY! NITE selector switch. For normal procedures with autopilots, refer to the 300A or 400B Autopilot Supplements in this handbook if they are listed in this section as options. SECTION 5 PERFORMANCE 0 There is no change to the airplane performance when this instrument is installed. 11 September 1981 24 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR-160) SUPPLEMENT WEATHER RADAR (Type RDR-160) SECTION 1 GENERAL The RDR-160 Weather Radar system consists of a wing pod mounted receiver-transmitter and X-band radar antenna, and a panel mounted radar indicator. All operating controls are mounted on the front panel of the radar indicator and operating controls and functions are described in Figure 1. - ( - The RDR-i60 Weather Radar is designed to detect significant enroute weather formations within a range of 160 nautical miles to preclude undesirable penetration of heavy weather and its usually associated turbulence. Internally generated range marks appear as evenly spaced concentric circular arcs on the display to assist in determining distance from weather targets. Reference marks on each side of the zero heading assist in determining bearing of weather targets. A secondary objective of the weather radar system is the gathering and presentation of terrain data. I WARNING I This system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE UNTIL YOU HAVE READ AND CARE FULLY FOLLOWED ALL SAFETY PRECAUTIONS AND INSTRUCTIONS CALLED OUT IN SECTION 4 (NORMAL PROCEDURES) OF THIS SUPPLEMENT. For expanded information and operational instructions, refer to the RDR-160 Pilot’s Manual supplied with your aircraft. Users of this equip ment are strongly urged to familiarize themselves with FAA Advisory Circular AC No. 00-24A(6-23-78), subject: “Thunderstorms”. ii September 1981 1 of 10 24 WEATHER RADAR (X-BAND) (TYPE RDR-160) PILOT’S OPERATING HANDBOOK SUPPLEMENT ALPHANUMERIC ON-SCREEN REA000T SELECIEO MOOE RANGE N M. L RANGE MARK SPACING N.M. - I 0 0 1. FUNCTION SWITCH Controls application of power and selects mode of operation for testing, warm-up and antenna scanning in the range of 5 nautical miles to 160 nautical miles. Switch positions are as follows: - OFF STBY TEST 5 10 20 40 80 160 - - - - - - - - - Turns set off. Turns set on to standby for warmup but transmitter, antenna scan and indicator display are inhibited. (Warmup time is approximately 2 minutes.) Applies drive to antenna and activates test circuit and indicator display to determine operability of system. Energizes Transmitter. Selects 5 nautical mile range presentation with 1 mile range marks. Energizes Transmitter. Selects 10 nautical mile range presentation with 2 mile range marks. Energizes Transmitter. Selects 20 nautical mile range presentation with 4 mile range marks. Energizes Transmitter. Selects 40 nautical mile range presentation with 10 mile range marks. Energizes Transmitter. Selects 80 nautical mile range presentation with 20 mile range marks. Energizes Transmitter. Selects 160 nautical mile range presentation with 40 mile range marks. NOTE Each time the function switch position is changed, the indicator presentation is automatically erased so that information on the newly selected function may be presented without confusion. Figure 1. Weather Radar (X-Band Type RDR- 160) (Sheet 1 of 3) 11 September 1981 24 WEATHER RADAR (X-BAND) (TYPE RDR-160) PILOT’S OPERATING HANDBOOK SUPPLEMENT 2. Selects weather radar and ground MODE SELECTOR AND GAIN CONTROL mapping modes of operation with manual gain selection for ground mapping. Switch positions are as follows: - MAP! GAIN (Ground Mapping) Places indicator in MAP mode and disables contour feature. In the MAP mode, 6 levels of GAIN maybe manually selected from MAP (maximum gain) to MIN (minimum gain) during ground mapping mode. All targets will be presented on the indicator in up to 3 different shades, depending on the radar echo strength and the particular click-gain setting used. - Places weather indicator image gain in a preadjusted level. Wx (Weather) Contour operation is automatic and constant. Contoured storm cells will appear as dark holes which will be outlined by lighter shades automatically. - WxA (Weather Alert) When the Mode Selector is in the WxA position, verification of storm cloud contouring is provided. If a dark hole seen in the Wx mode is a contour or storm cell, its presentation will alternate from darkest shade to brightest shade approximately 1 time per second. If a dark hole remains the same intensity while in the WxA mode, then this area of the display does not represent a contour or storm cell. - ( 3. ANTENNA TILT CONTROL Electronically adjusts the radar beam to iS degrees up, or down, with respect to the airplane axis to compensate for differences in airplane attitude. 4. BRT CONTROL 5. BEARING MARKS To assist in determining relative bearing of return echos, marks are provided 30° either side of the 0° or forward mark. 6. HOLD SWITCH The HOLD switch is a push-pushbutton. Pushing the HOLD button in places the indicator in the hold mode; pushing the button in again places the indicator in the scan mode. “‘) - - Controls the three brightness levels of the indicator display. - - HOLD (Pushbutton Engaged) Weather or ground mapping image last presented is retained (frozen) on the indicator display in order to evaluate the significance of storm cell movement. Switching back to scan from Hold mode reveals relative direction and distance of target movement during hold period if airplane heading and speed were not changed. The word “HOLD” will be flashing on the display screen when in the HOLD mode. - When the HOLD pushbutton is disen SCAN (Pushbutton Disengaged) gaged, presentation is unfrozen and normal scanning updates the picture with each sweep. - Figure 1. Weather Radar (X-Band Type RDR-160) (Sheet 2 of 3) 11 September 1981 3 24 WEATHER RADAR (X-BAND) (TYPE RDR-160) 7. PILOT’S OPERATING HANDBOOK SUPPLEMENT ALPHANUMERIC ON-SCREEN READOUTS The indicator features alphanu meric readouts of full scale range, range mark spacing, and mode selection. The following Table lists the readouts as a function of switch positions: - Function Switch Position TEST 5 10 20 40 SO 160 Range-Range Mks Spacing 40-10 5-1 10-2 20-4 40-10 80-20 160-40 Mode Selector Switch Position MAP/GAIN Wx WxA Mode Readout* MAP Wx WxA *Footnote - When the HOLD switch is energized, the mode readout displays HOLD which flashes at the rate of once per second. Also when TEST is selected on the function switch the word TEST appears at the mode readout location. 0 C C 0 Figure 1. Weather Radar (X-Band Type RDR-160) (Sheet 3 of 3) 4 11 September 1981 24 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR-160) SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES PRIOR TO FLIGHT: I WARNING I The radar system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND CAREFULLY FOLLOWED THE FOLLOWING SAFETY PRECAUTIONS AND INSTRUC TIONS: SAFETY PRECAUTIONS AND INSTRUCTIONS TO BE FOLLOWED PRIOR TO RADAR OPERATION: 1. 2. Do not turn on, or operate radar within 15 feet of ground personnel or containers holding flammable or explosive material. Do not turn on, or operate radar during refueling operations. PREFLIGHT CHECKS PRIOR TO ENERGIZING RADAR: I WARNING I IN ORDER TO PREVENT POSSIBLE SERIOUS BODILY INJURY TO GROUND PERSONNEL OR IGNITION OF 11 September 1981 5 / 24 WEATHER RADAR (X-BAND) (TYPE RDR-160) PILOT’S OPERATING HANDBOOK SUPPLEMENT FLAMMABLE OR EXPLOSIVE MATERIALS, THE FOL LOWING TESTS MUST BE ACCOMPLISHED WITH THE FUNCTION SWITCH ALWAYS IN THE “TEST” MODE OF OPERATION. 1. 2. 3. 4. 5. Function Switch STBY position and after 30 seconds select TEST position. HOLD Selector Switch DISENGAGED (scan mode). Mode Selector Control Wx position. BRT Control ADJUST to desired brightness. Indicator Display CHECK TEST PATTERN with the following: a. Four equally spaced range marks should be visible, the word “TEST” and numerals “40-10” should appear in the alphanu meric area of display. b. No video noise distortion should appear on the display. c. There are two distinct brightness levels appearing on the indicator. d. Starting at the lower center of the display, there will either be four or five bands extending outward. The variance in the number of bands is due to the design of the display unit which causes the nearest light shading band (small) to appear on units with a five band display and not appear on units with a four band display. The four and five band displays are as follows: -- -- - - - - - - Nearest is light shading (appears on five band display only). Next (or nearest) is intermediate shading (intermediate shad ing appears as the nearest band on four band displays). Next is dark or contour area. Next is intermediate shading. Next is light shading. 6. 7. 8. Mode Selector Control WxA position and observe that the word “TEST” and numbers “40-10” appear in the alphanumeric area of display. Ensure that the pattern center band alternates between the darkest shade and the brightest shade at about 1 time per second. Mode Selector Control MAP (maximum gain) position and observe that the word “TEST” and numbers “40-10” appear in the alphanumeric area display. Note that stroke line (antenna posi tion) moves across the indicator screen through the range marks for the full 90 degrees without jumping. HOLD Selector Switch ENGAGE HOLD pushbutton and observe that the word “HOLD” replaces TEST and flashes at the rate of once per second in the alphanumeric area of display. Note that the strobe line disappears. - - - - - - 11 September 1981 24 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR- 160) PREFLIGHT CHECKS WITH RADAR ENERGIZED: I WARNING I IN ORDER TO PREVENT POSSIBLE BODILY INJURY TO GROUND PERSONNEL OR IGNITION OF FLAMMA BLE OR EXPLOSIVE MATERIALS, THE AIRPLANE MUST BE TAXIED WITH THE FUNCTION SWITCH IN THE OFF, STBY, OR TEST POSITIONS ONLY TO A “CLEAR-AHEAD” AREA WHERE METAL BUILDINGS, AIRCRAFT, GROUND PERSONNEL, ETC., ARE NOT IN THE LINE-OF-SIGHT OF THE RADAR UNIT. OBSERVE THE SAFETY PRECAUTIONS AND INSTRUCTIONS AT THE START OF SECTION 4 PRIOR TO PERFORMING THE FOLLOWING CHECKS WITH THE RADAR UNIT ENERGIZED. 1. 2. 3. 4. 5. 6. 7. Ensure safety precautions have been observed. 40 position. Observe that the numbers “40-10” Function Switch are present in the alphanumeric area of the display. DISENGAGED (scan position). HOLD Selector Switch Wx position. Observe that letters “Wx” are Mode Selector present in the alphanumeric area of the display. TILT Control +4° to minimize ground return. ADJUST as required. BRT Control Antenna Tilt Control TILT UP (+ degrees) and DOWN (- degrees) in small increments. Close-in ground targets should appear on the display at low tilt angles and any local moisture laden weather should appear at higher angles. -- -- -- -- - - OPERATIONAL NOTES: ALTITUDE RING DISPLAY: 1. Some energy is radiated peripherally from the radar antenna which, under some atmospheric conditions, will create a false return on the radar screen when the display is set on the 5, 10, or 20 mile ranges. The false return will usually be most prominently displayed at approximately 2 miles from the origin when flying at altitudes near 12,000 ft. However, under certain atmospheric conditions, the false return can still be observed at a distance from the origin approximately equivalent to the airplane’s altitude. Care must be taken not to confuse this normal interference return with a weather return. This is best accomplished by using the longer distance displays (40 or more) for early detection of signifi cant weather. 11 September 1981 7 / 24 WEATHER RADAR (X-BAND) (TYPE RDR-160) PILOT’S OPERATING HANDBOOK SUPPLEMENT FALSE RETURN DISPLAY: 1. Ground radar stations may occasionally cause interference with the presentation of the return. The effect of this interference is to create one or more radial bands of false signal or noise extending from the bottom center outward to the outer range scale. These effects are usually of short duration and are dependent on the airplane’s position and range from the ground station, the signal strength, and other factors. EXTENDING LIFE OF THE MAGNETRON TRANSMITTING TUBE: 1. The RDR-160 weather radar system is designed so that full operation is possible approximately two minutes after turn on. Therefore, the pilot may choose to leave the function switch in OFF rather than STBY if no significant weather is in the immediate area of the aircraft. The life of the magnetron transmitting tube will be extended by leaving the system “OFF” when possible. This in turn will reduce the cost of maintenance. EFFECT OF SOME SUNGLASSES ON THE RADAR DISPLAY SCREEN: 1. The RDR- 160 Indicator utilizes a special filter to assure optimum video contrast to the pilot in the presence of high cockpit ambient light. Some sunglasses may interfere with the effectiveness of this filter. To check for this, cock your head to one side while viewing the display and note any dramatic change in brilliance. If the brilliance decreases sharply, some compromise such as removing or changing sunglasses should be effected. NORMAL OPERATION: WEATHER DETECTION: 1. 2. Function Switch 80 position (allow 2 minutes warm-up). Mode Selector Switch SELECT as desired. Wx Weather. WxA Weather Alert. BRT Switch ADJUST as required for ambient light conditions. Antenna Tilt Control +4° to +6° (approximate minimum angle relative to horizon without ground return). -- -- - - 3. 4. -- -- NOTE If airplane is climbing or descending, tilt angles must be reduced or increased by approximately the pitch angle indicated on the attitude gyro. 11 September 1981 24 PILOT’S OPERATING HANDBOOK SUPPLEMENT 5. 6. 7. 8. WEATHER RADAR (X-BAND) (TYPE RDR-160) SELECT desired range. Function Switch HOLD Switch ENGAGE if desired to “freeze” display on indica tor to track storm movements. MAINTAIN SPEED and HEADING to assure an accu Aircraft rate picture of relative motion of storm in next step. DISENGAGE HOLD switch to compute storm HOLD Switch movement and return antenna to scan mode. -- -- - - - - GROUND MAPPING: NOTE Ground mapping is a secondary feature of this radar which is only useful after the operator is very familiar with this equipment. More complete discussion of this feature is included in the RDR- 160 Pilot’s Manual. 1. 2. 3. 4. SELECT DESIRED RANGE (allow 2 minutes Function Switch warmup). Mode Selector Switch MAP. Set GAIN as desired for clearest display. ADJUST as required. BRT Switch ADJUST for clearest display. Antenna Tilt Control -- - - -- -- SECTION 5 PERFORMANCE There is a slight reduction in cruise speed performance with the radar pod installed which varies from approximately 1 knot at high cruise power at lower altitudes to 3 knots at low cruise power or at very high altitudes. All other performance data is unchanged. 11 September 1981 91(10 blank) 25 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) SUPPLEMENT WEATHER RADAR (Type RDR-160 COLOR) SECTION 1 GENERAL The RDR-160 Color Weather Radar system consists of a wing pod mounted receiver-transmitter and X-band radar antenna, and a panel mounted radar indicator. All operating controls are mounted on the front panel of the radar indicator and operating controls and functions are described in Figure 1. r \. ( The RDR-160 Color Weather Radar system is designed to detect significant enroute weather formations within a range of 160 nautical miles to preclude undesirable penetration of heavy weather and its usually associated turbulence. The indicator provides a three-color map display, showing three separate levels of rainfall intensity in green, yellow, and red. Blue segmented range circles, blue alphanumerics, a zero-degree azimuth line, and a yellow “track” cursor are also provided. In addition to its primary purpose of weather mapping, a ground mapping mode permits displaying prominent topographical features such as lakes, bays, islands, shore lines and urban areas. I WARNING I This system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE UNTIL YOU HAVE READ AND CARE FULLY FOLLOWED ALL SAFETY PRECAUTIONS AND INSTRUCTIONS CALLED OUT IN SECTION 4 (NORMAL PROCEDURES) OF THIS SUPPLEMENT. For expanded information and operational instructions, refer to the RDR-160 Pilot’s Manual supplied with your aircraft. Users of this equip ment are strongly urged to familiarize themselves with FAA Advisory Circular AC No. 00-24A(6-23-78), subject: “Thunderstorms”. ii September 1981 i of 12 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) B 7 PILOT’S OPERATING HANDBOOK SUPPLEMENT 9 8 10 11 5 n 12 4 0 3 14 2 15 17 18 1. 16 0 0 FUNCTION SELECTOR SWITCH Controls application of power and selects mode of operation for transmitting, testing and warm up. Switch positions are as follows: - 0 OFF- Primary power is removed from the system. STBY- Places system in operational ready status. Use during warm-up and in-flight periods when the system is not in use. TEST- Displays a test pattern having 5 colored bands. Starting with the closest hand to the origin, the hands will be green, yellow, red, yellow and green. The red band represents the most intense level. All range marks will be visible and displayed in blue numerals. The update action may be observed as a small “ripple” moving along the outer green band, indicating that the antenna is scanning the full 900. No radar energy is transmitted in the TEST position. ONPrimary power is applied to the system. Radar energy is trans mitted. 2. NO NAV DISPLAY Indicates NAV button is pressed, but NAV option is not connected to the system. - Figure 1. Weather Radar (X-Band Type RDR-160 Color) (Sheet 1 of 4) 11 September 1981 j) 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. MODE SELECTOR PUSHBUTTONS Press and hold either button to display an information list of operational data including available modes; range, rangemarks and a weather chart color/signal level reference. Pressing either button again, while information display is still present, advances the display to the next adjacent mode on the information list, above or below the displayed mode, depending upon the button pressed. The information list display automatically reverts to the selected operating mode after approximately two seconds. When either the top or bottom mode is reached, the opposite button must be pressed in order to further change the operational mode. The active mode is displayed in blue while the remaining modes are yellow. The modes are as follows: - MAP (Ground Mapping) In the ground mapping mode, prominent terrain features are presented in up to three colors, depending upon the amount of reflected energy being received. The levels are: DARK No significant ground return. GREEN Light ground return. YELLOW Medium ground return. RED Heavy ground return. - - - - - WX (Weather) In the weather mode, storm cells are presented in up to three colors, depending upon the level of intensity. The levels are: 1 MM/HR (.039 IN/HR) Rainfall Rate or Less Dark Screen Green Screen 1-4 MM/HR (.039 .157 IN/HR) Rainfall Rate Yellow Screen 4-12 MM/HR (.157 .472 IN/HR) Rainfall Rate 12 MM/HR (.472 IN/HR) Rainfall Rate or More Red Screen - - - WXA (Weather Alert) Operation is same as the Weather (WX) mode, except 12 MM/HR (.472 IN/HR) cells cause a flashing, rather than constant, red screen. - 4. NAV PUSHBUTTON Non-operational on this installation. Pressing the NAV button displays the words “NO NAy’ in the lower left corner of the screen below the active mode display. 5. BRIGHTNESS CONTROL varying cockpit lighting. 0. TRACK CURSOR BEARING DIFFERENTIAL DISPLAY Displays track cursor differential bearing readout, in yellow numerals, in degrees from centerline of aircraft when track buttons are pressed. (Disappears approximately 15 seconds after track button is released.) 7. HOLD DISPLAY 8. MODE DISPLAY Displays selected mode of operation for ground mapping (MAP), weather (WX) or weather alert (WXA). 9. RANGE DISPLAY 10. - - Adjusts brightness of the display to accommodate - Flashing display indicates system is in HOLD condition. - - - Displays selected range in nautical miles. TEST DISPLAY Displays the word TEST and a test pattern when the TEST position is selected on the Function Selector Switch. - Figure 1. Weather Radar (X-Band Type RDR-160 Color) (Sheet 2 of 4) 11 September 1981 3 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) 11. GAIN CONTROL mode only. - PILOT’S OPERATING HANDBOOK SUPPLEMENT Permits adjusting the radar receiver gain in the terrain MAP NOTE In the TEST function as well as in all weather modes the receiver gain is preset, thus no adjustment is required. 12. A yellow azimuth track line which may be superimposed over the weather or terrain mapping display to permit determination of heading to new course intercepts when unexpected deviations arise. The movable line or radial may be shifted up to SO either side of the aircraft centerline. The amount of deviation is displayed in degrees by a yellow readout in the upper left corner of the screen. After approximately 15 seconds (after the selected TRACK pushbutton is released), the azimuth track line disappears from the display, but may be initiated again, as required, by pressing one of the TRACK pushbuttons. NOTE The track cursor will appear at zero degrees azimuth the next time a TRACK pushbutton is pressed. i3. RANGE MARKS Displays individual range readout in blue at the end of each blue range arc. Displays are in nautical miles and will change to correspond to the selected range setting. 14. RANGE SELECTOR PUSHBUTTONS Top button clears the screen and advances the display to the next higher range, each time the button is pressed, until the maximum range is reached. Subsequently, the bottom RANGE button must be pressed in order to select a lower range. The selected range is displayed in blue in the upper right corner of the screen adjacent to the top range mark. The distance from the apex of the display to each of the other range marks is also displayed in the blue at the right end of each range mark. The range! range marks are as follows: - - J 160 Nautical mile range with 40 mile range marks 80 Nautical mile range with 20 mile range marks 40 Nautical mile range with 10 mile range marks 20 Nautical mile range with 5 mile range marks 10 Nautical mile range with 2.5 mile range marks 15. ANTENNA TILT CONTROL Electronically adjusts the radar beam to 15 degrees up or down, with respect to the airplane axis to compensate for differences in airplane attitude. - 0 Figure 1. Weather Radar (X-Band Type RDR-160 Color) (Sheet 3 of 4) 11 September 1981 25 WEATHER RADAR (X-BAND) (TYPE RDR-160XD) PILOT’S OPERATING HANDBOOK SUPPLEMENT Nonoperational on this installation. 18. FLIGHT LOG PUSHBUTTON 19. TRACK SELECTOR PUSHBUTTONS When either the left or right TRACK button is pressed, a yellow track cursor line extending from the apex of the display through the top range mark appears and moves either right or left from center, depending upon the button pressed. The cursor line moves from the airplane centerline while the button is held depressed and stops when the button is released. The differential bearing is indicated in yellow numerals in the upper left corner of the screen. The track cursor line and relative bearing display disappear approximately 20 seconds after the button is released, but may be initiated again, as required, by pressing either the left or right TRACK pushbuttons. 20. NAV PUSHBUTTON Non-operational on this installation. Pressing the NAV button displays the words “NO NAy” in the lower left corner of the screen below the active mode display. 21. LOCKING PAWL - - - - Secures display unit into instrument panel. Figure 1. Weather Radar (X-Band Type RDR-160XD) (Sheet 4 of 4) 11 September 1981 5 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES PRIOR TO FLIGHT: I WARNING I The radar system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND CAREFULLY FOLLOWED THE FOLLOWING SAFETY PRECAUTIONS AND INSTRUC TIONS: SAFETY PRECAUTIONS AND INSTRUCTIONSTO BE FOLLOWED PRIOR TO RADAR OPERATION: 1. 2. Do not turn on, or operate radar within 15 feet of ground personnel or containers holding flammable or explosive material. Do not turn on, or operate radar during refueling operations. 0 11 September 1981 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT PREFLIGHT CHECKS PRIOR TO ENERGIZING RADAR: I WARNING I IN ORDER TO PREVENT POSSIBLE SERIOUS BODILY INJURY TO GROUND PERSONNEL OR IGNITION OF FLAMMABLE OR EXPLOSIVE MATERIALS, THE FOL LOWING TESTS MUST BE ACCOMPLISHED WITH THE FUNCTION SWITCH ALWAYS IN THE ‘TEST”MODE OF OPERATION. 1. 2. 3. 4. 5. STBY position and after 30 seconds Function Selector Switch select TEST position. DISENGAGE pushbutton. HOLD Selector Pushbutton Set to 00. Antenna Tilt Control ADJUST to mid-range. BRT Control Indicator Test Display CHECK TEST PATTERN with the follow ing: a. Within 15 seconds four equally spaced blue range marks should be visible, the word “TEST” and the number “40” should appear and be visible in blue displays in the upper right corner of the display. The weather mode indication “WX” should appear in blue in the lower left corner of the display. b. No video noise distortion should appear on the display. c. There are five colored bands appearing on the indicator. d. Starting with the closest band to the origin, the bands will be green, yellow, red, yellow and green. -- - - -- -- - - NOTE The width of the test pattern bands is not critical, nor is the position of the bands relative to the range marks. e. 6. 7. 8. 9. The update action may be observed as a small “ripple” moving along the outer green band, indicating that the antenna is scanning. SELECT WXA position and MODE Selector Pushbuttons observe that the red band alternates from red to black approxi mately once per second. HOLD Selector Pushbutton PUSH-IN to engage pushbutton and observe that the update ripple disappears and the test pattern should remain stable. The word “HOLD” should flash in blue in the upper left corner. PUSH-OFF to disengage and then HOLD Selector Pushbutton verify that update resumes. STBY position. Function Selector Switch 11 September 1981 -- - - - - -- 7 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT PREFLIGHT CHECKS WITH RADAR ENERGIZED: I WARNING C I IN ORDER TO PREVENT POSSIBLE BODILY INJURY TO GROUND PERSONNEL OR IGNITION OF FLAMMA BLE OR EXPLOSIVE MATERIALS, THE AIRPLANE MUST BE TAXIED WITH THE FUNCTION SWITCH IN THE OFF, STBY, OR TEST POSITIONS ONLY TO A “CLEAR-AHEAD” AREA WHERE METAL BUILDINGS, AIRCRAFT, GROUND PERSONNEL, ETC., ARE NOT IN THE LINE-OF-SIGHT OF THE RADAR UNIT. OBSERVE THE SAFETY PRECAUTIONS AND INSTRUCTIONS AT THE START OF SECTION 4 PRIOR TO PREFORMING THE FOLLOWING CHECKS WITH THE RADAR UNIT ENERGIZED. 1. 2. 3. 4. 5. 6. 7. 8. Ensure safety precautions have been observed. HOLD Selector Pushbutton PUSH-OFF to disengage (scan posi tion). Function Selector Switch ON position. The indicator will automatically be in the weather (WX) mode. RANGE Selector Pushbuttons 40-10 range. Antenna TILT Control - +40 to minimize ground return. BRT Control ADJUST as required. Antenna TILT Control TILT UP (4- degrees) and DOWN degrees) (in small increments. Close-in ground targets should appear on the display at low tilt angles and any local moisture laden weather should appear at higher angles. Function Selector Switch STBY position for taxi manuevers. -- -- -- - -- - - - - OPERATIONAL NOTES: ALTITUDE RING DISPLAY: 1. Some energy is radiated peripherally from the radar antenna which, under some atmospheric conditions, will create a false return on the radar screen when the display is set on the 10 or 20 mile ranges. The false return will usually be most prominently displayed at approximately 2 miles from the origin when flying at altitudes near 12,000 ft. However, under certain atmospheric conditions, the false return can still be observed at a distance from the origin approximately equivalent to the airplane’s altitude. Care must be taken not to confuse this normal interference return with a weather return. This is best accomplished by using the longer distance displays (40 or more) for early detection of signifi cant weather. 11 September 1981 0 25 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) FALSE RETURN DISPLAY: 1. Ground radar stations may occasionally cause interference with the presentation of the return. The effect of this interference is to create one or more radial bands of false signal or noise extending from the bottom center outward to the outer range scale. These effects are usually of short duration and are dependent on the airplane’s position and range from the ground station, the signal strength, and other factors. EXTENDING LIFE OF THE MAGNETRON TRANSMITTING TUBE: 1. The RDR-160 Color weather radar system is designed so that full operation is possible approximately two minutes after turn on. Therefore, the pilot may choose to leave the function switch in OFF rather than STBY if no significant weather is in the immediate area of the aircraft. The life of the magnetron transmitting tube will be extended by leaving the system “OFF” when possible. This in turn will reduce the cost of maintenance. EFFECT OF SOME SUNGLASSES ON THE RADAR DISPLAY SCREEN: 1. The RDR-160 Color Indicator utilizes a special filter to assure optimum video contrast to the pilot in the presence of high cockpit ambient light. Some sunglasses may interfere with the effective ness of this filter. To check for this, cock your head to one side while viewing the display and note any dramatic change in brilliance. If the brilliance decreases sharply, some compromise such as removing or changing sunglasses should be effected. HIGH ALTITUDE OPERATION: 1. The RDR-160 Color weather radar system has been approved to a maximum cabin altitude of 25,000 feet. If flying at altitudes above 25,000 feet, it is recommended that the radar be turned off to protect electrical circuitry in the indicator unit. 11 September 1981 9 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT NORMAL OPERATION: WEATHER DETECTION: 1. 2. Function Selector Switch ON position (allow 2 minutes warm up). Mode Selector Pushbuttons SELECT as desired. Wx Weather. WxA Weather Alert. BRT Control ADJUST as required for ambient light conditions. Antenna Tilt Control +4° to +6° (approximate minimum angle relative to horizon without ground return). -- -- - - 3. 4. - - - - NOTE If airplane is climbing or descending, tilt angles must be reduced or increased by approximately the pitch angle indicated on the attitude gyro. 5. 6. RANGE Selector Pushbuttons SELECT desired range. HOLD Selector Pushbuttons ENGAGE if desired to “freeze” display on indicator to track storm movements. - - -- I WARNING I The existing display is the last image stored in the indica tor memory and does not represent the true or changing conditions relative to the moving aircraft. 7. 8. Aircraft MAINTAIN SPEED and HEADING to assure an accu rate picture of relative motion of storm in next step. HOLD Selector Pushbutton PUSH to disengage HOLD and evaluate storm movement with updated information. -- - - C C 11 September 1981 25 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT GROUND MAPPING: NOTE Ground mapping is a secondary feature of this radar which is only useful after the operator is very familiar with this equipment. More complete discussion of this feature is included in the RDR-160 Pilot’s Manual. 1. 2. 3. 4. 5. ON position (allow 2 minutes warm Function Selector Switch up). SELECT desired range. RANGE Selector Pushbuttons MAP. Set GAIN as desired for Mode Selector Pushbuttons clearest ground mapping interpretation. ADJUST as required. BRT Control ADJUST for clearest display. Antenna Tilt Control -- - - - - - - - - SECTION 5 PERFORMANCE There is a slight reduction in cruise speed performance with the radar pod installed which varies from approximately 1 knot at high cruise power at lower altitudes to 3 knots at low cruise power or at very high altitudes. All other performance data is unchanged. 11 September 1981 11/(12 blank) 26 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR-160XD) SUPPLEMENT COLOR WEATHER RADAR (Type RDR-16OXD) SECTION 1 GENERAL The RDR-16OXD Color Weather Radar system consists of a wing pod mounted receiver-transmitter and X-band radar antenna, and a panel mounted radar indicator. All operating controls are mounted on the front panel of the radar indicator and operating controls and functions are described in Figure 1. ( The RDR-16OXD Color Weather Radar system is designed to detect significant enroute weather formations within a range of 240 nautical miles to preclude undesirable penetration of heavy weather and its usually associated turbulence. The indicator provides a three-color map display, showing three separate levels of rainfall intensity in green, yellow, and red. Blue segmented range circles, blue alphanumerics, a zero-degree azimuth line, and a yellow “track” cursor are also provided. In addition to its primary purpose of weather mapping, a ground mapping mode permits displaying prominent topographical features such as lakes, bays, islands, shore lines and urban areas. I WARNING 1 This system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE UNTIL YOU HAVE READ AND CARE FULLY FOLLOWED ALL SAFETY PRECAUTIONS AND INSTRUCTIONS CALLED OUT IN SECTION 4 (NORMAL PROCEDURES) OF THIS SUPPLEMENT. (\ For expanded information and operational instructions, refer to the RDR-16OXD Pilot’s Manual supplied with your aircraft. Users of this equipment are strongly urged to familiarize themselves with FAA Advi sory Circular AC No. 00-24A(6-23-78), subject: “Thunderstorms”. 11 September 1981 1 of 12 26 WEATHER RADAR (X-BAND) (TYPE RDR-160XD) 7 8 PILOT’S OPERATING HANDBOOK SUPPLEMENT 9 10 11 C 6 12 5 13 14 ‘sC) 4 16 3 2 1 11 21 1. 20 19 C C 18 FUNCTION SELECTOR SWITCH Controls application of power and selects mode of operation for transmitting, testing and warm up. Switch positions are as follows: - OFF- Primary power is removed from the system. STBY- Places system in operational ready status. Use during warm-up and in-flight periods when the system is not in use. TEST- Displays a test pattern having 5 colored bands. Starting with the closest band to the origin, the bands will be green, yellow, red, yellow and green. The red band represents the most intense level. All range marks will be visible and displayed in blue numerals. The update action may be observed as a small ‘ripple” moving along the outer green band, indicating that the antenna is scanning the full 90°. No radar energy is transmitted in the TEST position. ONPrimary power is applied to the system. Radar energy is transmitted. The indicator will automatically be in the Wx mode. 2. NO NAV DISPLAY Indicates NAV button is pressed, but NAV option is not connected to the system. - Figure 1. Weather Radar (X-Band Type RDR-16OXD) (Sheet 1 of 4) 11 September 1981 C 0 26 PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) map MAP MODE SELECTOR PUSHBUTTON Places indicator in the ground colors, three to up in presented are features terrain prominent ping mode, are: depending upon the amount of reflected energy being received. The levels return. DARK No significant ground GREEN Light ground return. YELLOW Medium ground return. RED Heavy ground return. - - - - - 4. WEATHER ALERT SELECTOR PUSHBUTTON Places indicator in the weather alert mode. Operation is same as the Weather (WX) mode, except 12MM/HR (.472 be IN/ HR) cells cause a flashing, rather than constant, red screen. The button may pushed a second time to release and return to Wx mode. 5. WEATHER MODE SELECTOR PUSHBUTTON Places indicator in the weather of mode, storm cells are presented in up to three colors, depending upon the level intensity. The levels are: 1 MM/HR (.039 IN/HR) Rainfall Rate or Less Dark Screen Green Screen 1-4 MM/HR (.039 .157 IN/HR) Rainfall Rate Yellow Screen 4-12 MM/HR (.157 .472 IN/HR) Rainfall Rate 12 MM/HR (.472 IN/HR) Rainfall Rate or More Red Screen - - - - 6. 7. BRIGHTNESS CONTROL varying cockpit lighting. - Adjusts brightness of the display to accommodate cursor TRACK CURSOR BEARING DIFFERENTIAL DISPLAY Displays track of centerline from degrees in numerals, yellow in readout, bearing differential seconds aircraft when track buttons are pressed. (Disappears approximately 20 after track button is released.) - Flashing display indicates system is in HOLD condition. 8. HOLD DISPLAY 9. mapping MODE DISPLAY Displays selected mode of operation for ground (MAP), weather (WX) or weather alert (WXA). - - Displays selected range in nautical miles. 10. RANGE DISPLAY 11. the TEST TEST DISPLAY Displays the word TEST and a test pattern when position is selected on the Function Selector Switch. 12. - - GAIN CONTROL mode only. - Permits adjusting the radar receiver gain in the terrain MAP NOTE In the TEST function as well as in all weather modes the receiver gain is preset, thus no adjustment is required. Figure 1. Weather Radar (X-Band Type RDR-16OXD) (Sheet 2 of 4) 11 September 1981 3 26 WEATHER RADAR (X-BAND) (TYPE RDR-160XD) 13. PILOT’S OPERATING HANDBOOK SUPPLEMENT A yellow azimuth track line which may be superimposed over the weather or terrain mapping display to permit determ ination of heading to new course intercepts when unexpected deviations arise. The movable line or radial may be shifted to either side of the aircraft centerl ine. The amount of deviation is displayed in degrees by a yellow readout in the upper left corner of the screen. After approximately 20 seconds (after the selected TRACK pushbutton is released), the azimuth track line disappears from the display, but may be initiated again, as required, by pressing one of the TRACK pushbuttons. NOTE The track cursor will appear at zero degrees azimut h the next time a TRACK pushbutton is pressed. 14. HOLD SELECTOR PUSHBUTTON The HOLD switch is a push-to-engage pushbutton. Pushing the HOLD button in (engage) puts the image in the HOLD mode; pushing the button in again releases the HOLD mode. In the HOLD mode weather or ground image last presented is retained (frozen) on the indicator display in order to evaluate the significance of storm cell movement. In this mode the word “HOLD” flashes on and off in the upper left corner of the screen as a reminder that no new data is being presented. However, the antenna continues to scan in order that an accurate and instant update can occur the moment HOLD is deactivated. - NOTE A change in range selection during HOLD results in a blank screen. 15. RANGE MARKS Displays individual range readout in blue at the end of each blue range arc. Displays are in nautical miles and will change to correspond to the selected range setting. - 16. RANGE SELECTOR PUSHBUTTONS Top button clears the screen and advances the display to the next higher range, each time the button is pressed, until the maximum range is reached. Subsequently, the bottom RANGE button must be pressed in order to select a lower range. The selected range is displayed in blue in the upper right corner of the screen adjacent to the top range mark. The distance from the apex of the display to each of the other range marks is also displayed in the blue at the right end of each range mark. The range/range marks are as follows: - 240 Nautical mile range with 60 mile range marks 160 Nautical mile range with 40 mile range marks 80 Nautical mile range with 20 mile range marks 40 Nautical mile range with 10 mile range marks 20 Nautical mile range with 5 mile range marks 10 Nautical mile range with 2.5 mile range marks 17. ANTENNA TILT CONTROL Electronically adjusts the radar beam to 15 degrees up or down, with respect to the airplane axis to compensate for differences in airplane attitude. - Figure 1. Weather Radar (X-Band Type RDR-160XD) (Sheet 3 of 4) 11 September 1981 (J 26 WEATHER RADAR (X-BAND) (TYPE RDR-160 COLOR) PILOT’S OPERATING HANDBOOK SUPPLEMENT 16. TRACK SELECTOR PUSHBUTTONS When either the left or right TRACK button is pressed, a yellow track cursor line extending from the apex of the display through the top range mark appears and moves either right or left from center, depending upon the button pressed. The cursor line moves in one degree steps at a speed of 15 degrees per second up to a maximum of 30 degrees differential from the airplane centerline while the button is held depressed and stops when the button is released. The differential bearing is indicated in yellow numerals in the upper left corner of the screen. The track cursor line and relative bearing display disappear approximately 15 seconds after the button is released, but maybe initiated again, as required, by pressing either the left or right TRACK pushbuttons. 17. HOLD SELECTOR PUSHBUTTON The HOLD switch is a push-to-engage pushbutton. Pushing the HOLD button in (engage) puts the image in the HOLD mode; pushing the button in again releases the HOLD mode. In the HOLD mode weather or ground image last presented is retained (frozen) on the indicator display in order to evaluate the significance of storm cell movement. In this mode the word HOLD” flashes on and off in the upper left corner of the screen as a reminder that no new data is being presented. However, the antenna continues to scan in order that an accurate and instant update can occur the moment HOLD is deactivated. - - NOTE A change in range selection during HOLD results in a blank screen. 18. LOCKING PAWL - Secures display unit into instrument panel. Figure 1. Weather Radar (X-Band Type RDR-160 Color) (Sheet 4 of 4) 11 September 1981 5 26 WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES Q 0 There is no change to the airplane emergency proced ures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES 0 PRIOR TO FLIGHT: I WARNING I The radar system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE THIS EQUIP MENT UNTIL YOU HAVE READ AND CAREFULLY FOLLOWED THE FOLLOWING SAFETY PRECAUTIONS AND INSTR UC TIONS: SAFETY PRECAUTIONS AND INSTRUCTIONS TO BE FOLL OWED PRIOR TO RADAR OPERATION ON THE GROUND: 1. 2. 3. Direct nose of aircraft such that antenna scan sector is away from large metallic objects (hangars, other aircraft), and tilt antenna fully upward. Do not turn on or operate radar within 15 feet of ground personnel or containers holding flammable or explosive materi al. Do not turn on or operate radar during refueling operati ons. 11 September 1981 Q 26 WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) PILOT’S OPERATING HANDBOOK SUPPLEMENT PREFLIGHT CHECKS PRIOR TO ENERGIZING RADAR: I WARNING I IN ORDER TO PREVENT POSSIBLE SERIOUS BODILY INJURY TO GROUND PERSONNEL, IGNITION OF FLAMMABLE OR EXPLOSIVE MATERIALS OR DAM AGE TO THE RADAR UNIT, THE FOLLOWING TESTS MUST BE ACCOMPLISHED WITH THE FUNCTION SELECTOR SWITCH ALWAYS IN THE “TEST” MODE OF OPERATION. 1. ( ) 2. 3. 4. 5. STBY position and after 30 seconds Function Selector Switch position. select TEST DISENGAGE pushbutton. HOLD Selector Pushbutton 00. to Set Control Tilt Antenna ADJUST to mid-range. BRT Control Indicator Test Display CHECK TEST PATTERN with the follow ing: a. Within 15 seconds four equally spaced blue range marks should be visible, the word “TEST” and the number “40” should appear and be visible in blue displays in the upper right corner of the display. The weather mode indication “WX” should appear in blue in the lower left corner of the display. b. No video noise distortion should appear on the display. c. There are five colored bands appearing on the indicator. be d. Starting with the closest band to the origin, the bands will green, yellow, red, yellow and green. -- - - -- -- - - NOTE The width of the test pattern bands is not critical, nor is the position of the bands relative to the range marks. e. 6. 7. The update action may be observed as a small “ripple” moving along the outer green band, indicating that the antenna is scanning. t WXA MODE Selector Pushbutton PUSH-IN to engage pushbu ton and observe that the red band alternates from red to black approximately once per second. PUSH-IN to engage pushbutton and HOLD Selector Pushbutton disappears and the test pattern ripple the update that observe should remain stable. The word “HOLD” should flash in blue in the upper left corner. 11 September 1981 - - -- 7 26 WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) 8. 9. PILOT’S OPERATING HANDBOOK SUPPLEMENT HOLD Selector Pushbutton - - PUSH-OFF to diseng age and then verify that update resumes. Function Selector Switch -- STBY position. PREFLIGHT CHECKS WITH RADAR ENERGIZED: I WARNING I IN ORDER TO PREVENT POSSIBLE BODILY INJUR Y TO GROUND PERSONNEL, IGNITION OF FLAMMABL E OR EXPLOSIVE MATERIALS OR DAMAGE TO THE RADAR UNIT, THE AIRPLANE MUST BE TAXIED WITH THE FUNCTION SELECTOR SWITCH IN THE OFF, STBY, OR TEST POSITIONS ONLY TO A “CLEA R AHEAD” AREA WHERE METAL BUILDINGS, AIR CRAFT, GROUND PERSONNEL, ETC., ARE NOT IN THE LINE-OF-SIGHT OF THE RADAR UNIT. OBSERVE THE SAFETY PRECAUTIONS AND INSTRUCTIONS AT THE START OF SECTION 4 PRIOR TO PREFORMING THE FOLLOWING CHECKS WITH THE RADAR UNIT ENER GIZED. 1. 2. 3. 4. 5. 6. 7. 8. Ensure safety precautions have been observed. HOLD Selector Pushbutton - PUSH-OFF to disengage (scan posi tion). Function Selector Switch -- ON position. The indicat or will automatically be in the weather (WX) mode. RANGE Selector Pushbuttons -- 40-10 range. Antenna TILT Control -- 4° to minimize ground return. BRT Control -- ADJUST as required. Antenna TILT Control - - TILT UP degrees) and DOWN (+ (- degrees) in small increments. Close-in ground targets should appear on the display at low tilt angles and any local moistu re laden weather should appear at higher angles. Function Selector Switch - - STBY position for taxi manuevers. - cZ 0 11 September 1981 26 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) OPERATIONAL NOTES: ALTITUDE RING DISPLAY: 1. Some energy is radiated peripherally from the radar antenna which, under some atmospheric conditions, will create a false return on the radar screen when the display is set on the 10 or 20 mile ranges. The false return will usually be most prominently displayed at approximately 2 miles from the origin when flying at altitudes near 12,000 ft. However, under certain atmospheric conditions, the false return can still be observed at a distance from the origin approximately equivalent to the airplane’s altitude. Care must be taken not to confuse this normal interference return with a weather return. This is best accomplished by using the longer distance displays (40 or more) for early detection of signifi cant weather. FALSE RETURN DISPLAY: 1. Ground radar stations may occasionally cause interference with the presentation of the return. The effect of this interference is to create one or more radial bands of false signal or noise extending from the bottom center outward to the outer range scale. These effects are usually of short duration and are dependent on the airplane’s position and range from the ground station, the signal strength, and other factors. EXTENDING LIFE OF THE MAGNETRON TRANSMIUING TUBE: 1. The RDR- 160 Color weather radar system is designed so that full operation is possible approximately two minutes after turn on. Therefore, the pilot may choose to leave the function switch in OFF rather than STBY if no significant weather is in the immediate area of the aircraft. The life of the magnetron transmitting tube will be extended by leaving the system “OFF” when possible. This in turn will reduce the cost of maintenance. EFFECT OF SOME SUNGLASSES ON THE RADAR DISPLAY SCREEN: 1. The RDR-160 Color Indicator utilizes a special filter to assure optimum video contrast to the pilot in the presence of high cockpit ambient light. Some sunglasses may interfere with the effective ness of this filter. To check for this, cock your head to one side while viewing the display and note any dramatic change in brilliance. If the brilliance decreases sharply, some compromise such as removing or changing sunglasses should be effected. 11 September 1981 9 26 WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) PILOT’S OPERATING HANDBOOK SUPPLEMENT HIGH ALTITUDE OPERATION: 1. The RDR- 160 Color weather radar system has been approv ed to a maximum cabin altitude of 25,000 feet. If flying at altitud es above 25,000 feet, it is recommended that the radar be turned off to protect electrical circuitry in the indicator unit. NORMAL OPERATION: WEATHER DETECTION: 1. 2. Function Selector Switch ON position (allow 2 minutes warm up). Mode Selector Pushbuttons SELECT as desired. Wx Weather. WxA Weather Alert. BRT Corrtrol ADJUST as required for ambient light conditions. +40 to Antenna Tilt Control +6° (approximate minimum angle relative to horizon without ground return). -- -- - - 3. 4. - - -- NOTE If airplane is climbing or descending, tilt angles must be reduced or increased by approximately the pitch angle indicated on the attitude gyro. 5. 6. RANGE Selector Pushbuttons SELECT desired range. HOLD Selector Pushbutton ENGAGE if desired to “freeze” display on indicator to track storm movements. - - - - I WARNING I The existing display is the last image stored in the indica tor memory and does not represent the true or changing conditions relative to the moving aircraft. 7. 8. Aircraft MAINTAIN SPEED and HEADING to assure an accu rate picture of relative motion of storm in next step. HOLD Selector Pushbutton PUSH to disengage HOLD and evaluate storm movement with updated information. -- -- 11 September 1981 26 WEATHER RADAR (X-BAND) (TYPE RDR-16OXD) PILOT’S OPERATING HANDBOOK SUPPLEMENT GROUND MAPPING: NOTE Ground mapping is a secondary feature of this radar which is only useful after the operator is very familiar with this equipment. More complete discussion of this feature is included in the RDR-l6OXDPilot’s Manual. 1. 2. 3. 4. 5. ON position (allow 2 minutes warm Function Selector Switch up). SELECT desired range. RANGE Selector Pushbuttons MAP Mode Selector Pushbutton --ENGAGE. Set GAIN as desired for clearest ground mapping interpretation. ADJUST as required. BRT Control ADJUST for clearest display. Antenna Tilt Control - - - - -- - - SECTION 5 PERFORMANCE There is a slight reduction in cruise speed performance with the radar pod installed which varies from approximately 1 knot at high cruise power at lower altitudes to 3 knots at low cruise power or at very high altitudes. All other performance data is unchanged. 11 September 1981 1 11(12 blank) 00 OQO 0 Q 27 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) SUPPLEMENT WEATHER RADAR (Type Weather Scout II) SECTION I GENERAL The Weather Scout II, weather radar system consists of two units: A wing mounted Receiver-Transmitter-Antenna Assembly and a panel mounted Digital Indicator. All operating controls are mounted on the front panel of the indicator and all operating controls and functions are described in Figure 1. The Weather Scout II is an alphanumeric digital weather radar system with a maximum 120 nautical mile range which is designed to detect significant enroute weather formations along the flight path and will provide the pilot with a 4-level visual display of their intensity. Areas of heaviest rainfall (level 3) will be brightest; areas of less severe and moderate rainfall (levels 2 and 1) will be progressively less bright; and no rainfall (level 0) will be black. The radar system performs only the function of weather detection and should not be used, nor relied upon, for proximity warning or anticollision protection. ( 4- Range, mode alphanumerics and a test-bar pattern are always dis played on the 5-inch rectangular cathode-ray tube to facilitate evaluation of the weather display. The weather (WX) mode is normally selected for weather detection. The cyclic (CYC) mode can be used to highlight intense areas of rainfall after the weather target has been located. When CYC mode is selected, the brightest areas will flash on and off to alert the pilot of the most intense areas of rainfall. Internally generated range marks appear as three evenly spaced concentric circular arcs on the display to assist in determining distance from weather targets. Reference marks on each side of zero-heading assist in determining bearing of weather targets. --- ( ‘S—- Experience will soon enable the pilot to detect and evaluate the various types of storm displays. To avoid turbulent weather, the pilot should evaluate the storm display and then determine the approximate heading change required to bypass the storm, or to navigate between storm cells. After the aircraft has been established on its new heading, the pilot should monitor the radar display to see if further correction is needed. 11 September 1981 1 of 8 27 WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) I PILOT’S OPERATING HANDBOOK SUPPLEMENT WARNING j This system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE UNTIL YOU HAVE READ AND CARE FULLY FOLLOWED ALL SAFETY PRECAUTIONS AND INSTRUCTIONS CALLED OUT IN SECTION 4 (NORMAL PROCEDURES) OF THIS SUPPLEMENT. For expanded information and operational instructions, refer to the Weather Scout Digital Weather Radar System Pilot’s Handbook supplied with your aircraft. Users of this equipment are strongly urged to familiar ize themselves with FAA Advisory Circular AC No. OO-24A (6-23-78), subject: “Thunderstorms”. 0 0 SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. C) SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. 2 11 September 1981 27 WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) PILOT’S OPERATING HANDBOOK SUPPLEMENT 7— 1. Controls applica ON/OFF AND INTENSITY CONTROL SWITCH (OFF/INT) tion of power and regulates brightness. Switch positions are as follows: - OFF INT 2. - - Fully counterclockwise rotation of INT control (detented position) places the system in the OFF condition. Rotary control used to regulate brightness (INTensity) of display. ANTENNA TILT CONTROL (TILT) Rotary control used to electronically adjust the radar beam to 12 degrees up, or down, with respect to the airplanc axis to compensate for differences in airplane attitude. Control is indexed with increments of tilt from 0 to 12 degrees up, and down. - Figure 1. Weather Scout II Operating Controls and Indicators (Sheet 1 of 2) 11 September 1981 3 27 WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) 3. PILOT’S OPERATING HANDBOOK SUPPLEMENT RANGE SELECTOR SWITCH Rotary switch used to select one of four display ranges: 12, 30, 60 or 120 nautical mile ranges. Swiich positions and range mark spacings are as follows: - 12 N.M. Range (Bottom Dot Position) Selects 12 nautical mile maximum range with range marks displayed in 4 nautical mile increments (Range Mark Identifiers will be displayed as 4, 8 and 12 nautical miles and Range will display, 12). - 30 N.M. Range (Next To Bottom Dot Position) Selects 30 nautical mile maximum range with range marks displayed in 10 nautical mile incre ments (Range Mark Identifers will be displayed as 10, 20 and 30 nautical miles and Range will display, 30). - SO N.M. Range (Top Dot Position) Selects 60 nautical mile maximum range with range marks displayed in 20 nautical mile increments (Range Mark Identifiers will be displayed as 20,40 and SO nautical miles and Range will display. 60). - 120 N.M. Range (120 Position) Selects 120 nautical mile maximum range with range marks displayed in 40 nautical mile increments (Range Mark Identifiers will be displayed as 40. 80 and 120 nautical miles and Range will display, 120). - 4. CYCLICAL CONTOUR SELECTOR SWITCH (CYCI Pushbutton switch used to select cyclical contour mode. Data is presented alternately as normal for 0.5 seconds, then contoured for 0.5 seconds. Pressing the CYC pushbutton switch a second time, restores normal or WX mode. 5. RANGE FIELD Selected range display. Selected range (in nautical miles) is always displayed when the indicator is in the on-condition. 6. BEARING MARKS Bearing marks are provided on the outside of the indicator in 15° increments up to 45° on either side of 0° (forward mark) to assist in determining relative bearing of return. 7. TEST FIELD Test block displays in three light illumination levels to depict rainfall intensities. Brightest illumination (level 3) displays heaviest rainfall; illumination levels 2 and 1 will depict areas of less severe and moderate rainfall, respectively. Near maximum intensity position, all three areas of the test bar will be level 3 brightness. 8. RANGE MARK IDRNTIFER Displays individual range readout at end of each range arc. Displays are in nautical miles and will change to correspond to the selected range setting. 9. MODE FIELD DISPLAY CYC. - - - - - - When set is on, operating mode is displayed as WX or NOTE When system is first turned on, WAIT is displayed until system warms-up (30-40 seconds). Figure 1. Weather Scout II Operating Controls and Indicators (Sheet 2 of 2) 11 September 1981 27 PILOT’S OPERATING HANDBOOK SUPPLEMENT WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) SECTION 4 NORMAL PROCEDURES PRIOR TO FLIGHT: I WARNING I The radar system generates microwave radiation and improper use, or exposure, may cause serious bodily injury. DO NOT OPERATE THIS EQUIPMENT UNTIL YOU HAVE READ AND CAREFULLY FOLLOWED THE FOLLOWING SAFETY PRECAUTIONS AND INSTRUC TIONS: ( “..-- SAFETY PRECAUTIONS AND INSTRUCTIONS TO BE FOLLOWED PRIOR TO RADAR OPERATION: 1. 2. Do not turn on or operate radar within 15 feet of ground personnel or containers holding flammable or explosive material. Do not turn on or operate radar during refueling operations. OPERATIONAL NOTES: ALTITUDE RING DISPLAY: 1. Some energy is radiated peripherally from the radar antenna which, under some atmospheric conditions, will create a false return on the radar screen when the display is set on the 12 or 30 mile ranges. The false return will usually be most prominently displayed at approximately 2 miles from the origin when flying at altitudes near 12,000 ft. However, under certain atmospheric conditions, the false return can still be observed at a distance from e. the origin approximately equivalent to the airplane’s altitud Care must be taken not to confuse this normal interference return with a weather return. This is best accomplished by using the longer distance displays (60 or more) for early detection of signifi cant weather. FALSE RETURN DISPLAY: 1. Ground radar stations and airborne radar equipment may occa sionally cause interference with the presentation of the return. The effect of this interference is to create one or more radial bands of false signal or noise extending from the bottom center outward to n the outer range scale. These effects are usually of short duratio 11 September 1981 27 WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) PILOT’S OPERATING HANDBOOK SUPPLEMENT and are dependent on the airplane’s position and range from the radar station, the signal strength, and other factors. EXTENDING LIFE OF THE MAGNETRON TRANSMITTING TUBE: 1. The Weather Scout II weather radar system is designed so that full operation is possible approximately 30 to 40 seconds after turn on. Therefore, the pilot should leave the intensity (INT) switch in the OFF position if no significant weather is in the immediate area of the aircraft. The life of the magnetron transmitting tube will be extended by leaving the system “OFF” when possible. This in turn will reduce the cost of maintenance. HIGH ALTITUDE OPERATION: 1. It may be noted at altitudes above approximately 23,000 feet that clarity of the radar’s visual display starts to deteriorate. Range arcs may become wavy and contrast between the three test block displays decreases. Although some deterioration in the radar display may be noted at these high altitudes, the unit has been approved and can be used to a cabin altitude of 30,000 feet. NORMAL OPERATION: WEATHER DETECTION: 1. INT Control -- ROTATE CLOCKWISE to turn system on. NOTE Observe that WAIT is displayed during the warm-up period of 30-40 seconds. WX will display after the warm-up period and the system will be operational. 2. INT Control ROTATE control clockwise until brightness of the Test Block Display is at the desired level for ambient light condi tions. - - NOTE To enhance viewing under high ambient light conditions, the 3-areas of the test bar display become maximum brightness when the INT control is positioned at a point between 3 o’clock and maximum CW rotation. At this position, all weather returns are displayed at maximum intensity. 11 September 1981 Q 27 PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. WEATHER RADAR (X-BAND) (TYPE WEATHER SCOUT II) SET to desired operating range of either 12, 30, RANGE Control 60 or 120 nautical miles. -- NOTE Observe that the maximum selected range for the operat ing range selected is displayed in the upper, right-hand portion of the display screen. Also observe that the three range arcs display with the appropriate range is displayed for each range arc. 4. ÷4° to 6° (approximate minimum angle Antenna TILT Control relative to horizon without ground return). -- NOTE If airplane is climbing or descending, tilt angles must be reduced or increased by approximately the pitch angle indicated on the attitude gyro. 5. PRESS once to select CYC (the most CYC Pushbutton Switch intense areas of rainfall will flash on and off at 0.5-second inter vals). Press the switch a second time to restore normal or WX mode of operation. - - NOTE Use of CYC mode is highly recommended when INT control is set near the maximum CW position. All returns will be displayed at maximum intensity but only the intense rainfall areas will be flashed. SECTION 5 PERFORMANCE There is a slight reduction in cruise speed performance with the radar pod installed which varies from approximately 1 knot at high cruise power at lower altitudes to 3 knots at low cruise power or at very high altitudes. All other performance data is unchanged. 11 September 1981 71(8 blank) 0 0 000 0 0 PILOT’S OPERATING HANDBOOK SUPPLEMENT 28 CESSNA 200A AUTOPILOT (TYPE AF-295B) SUPPLEMENT CESSNA NAVOMATIC 200A AUTOPILOT (Type AF-295B) SECTION 1 GENERAL The Cessna 200A Navomatic is an all electric, single-axis (aileron control) autopilot system that provides added lateral and directional stability. Components are a computer-amplifier, a turn coordinator, an aileron actuator, and a course deviation indicator(s) incorporating a localizer reversed (BC) indicator light j’ ç Roll and yaw motions of the airplane are sensed by the turn coordina tor gyro. The computer-amplifier electronically computes the necessary correction and signals the actuator to move the ailerons to maintain the airplane in the commanded lateral attitude. The actuator includes a thermostatic switch which monitors the operating temperature of the motor. If the temperature becomes abnormal, the thermostatic switch opens and disengages the autopilot to remove power from the actuator. After approximately 10 minutes, the switch will automatically close to reapply power to the actuator and autopilot system. The 200A Navomatic will also capture and track a VOR or localizer course using signals from a VHF navigation receiver. The operating controls for the Cessna 200A Navomatic are located on the front panel of the computer-amplifier, shown in Figure 1. The primary function pushbuttons (DIR HOLD, NAV CAPT, and NAV TRK), are interlocked so that only one function can be selected at a time. The HI SENS and BACK CRS pushbuttons are not interlocked so that either or both of these functions can be selected at any time. 11 September 1981 1 of 6 28 CESSNA 200A AUTOPILOT (TYPE AF-295B) NAVJ PILOT’S OPERATING HANDBOOK SUPPLEMENT NAV2 1 PILOT /i 0 2 CDI INDICATORS 2 I A AILERON ACTUATOR I 3\4567_I89° TURN COORDINATOR 13 12 11 10 COMPUTER AMPLIFIER Figure 1. Cessna 200A Autopilot, Operating Controls and Indicators (Sheet 1 of 2) 11 September 1981 28 CESSNA 200A AUTOPILOT (TYPE AF-295B) PILOT’S OPERATING HANDBOOK SUPPLEMENT 1. Provides VOR/LOC navigation inputs to COURSE DEVIATION INDICATOR autopilot for intercept and tracking modes. 2. Amber light, labeled BC, illum LOCALIZER REVERSED INDICATOR LIGHT inates when BACK CRS button is pushed in (engaged) and LOC frequency selected. BC light indicates course indicator needle is reversed on selected receiver (when turned to a localizer frequency). This light is located within the CDI indicator. 3. TURN COORDINATOR turn functions. 4. Selects direction hold mode. Airplane holds direc DIR HOLD PUSHBUTTON tion it is flying at time button is pushed. 5. Selects NAV capture mode. When parallel to NAV CAPT PUSHBUTTON desired course, the airplane will turn to a pre-described intercept angle and capture selected VOR or LOC course. 6. NAV TRK PUSHBUTTON VOR or LOC course. 7. During NAV CAPT or NAV TRK operation, this high HI SENS PUSHBUTTON sensitivity setting increases autopilot response to NAV signal to provide more precise operation during localizer approach. In low sensitivity position (push button out), response to NAV signal is dampened for smoother tracking of enroute VOR radials; it also smooths out effect of course scalloping during NAV opera tion. 8. Used with LOC operation only. With A/P switch BACK CRS PUSHBUTTON OFF or ON, and when navigation receiver selected by NAV switch is set to a localizer frequency, it reverses normal localizer needle indication (CDI) and causes localizer reversed (BC) light to illuminate. With A/P switch ON, reverses localizer signal to autopilot. 9. The torque motor in the actuator causes the ailerons to move in the ACTUATOR commanded direction. - - Senses roll and yaw for wings leveling and command - - - - Selects NAV track mode. Airplane tracks selected - - - 10. NAV SWITCH - Selects NAV 1 or NAV 2 navigation receiver. When pulled out and centered in detent, airplane will fly 11. PULL TURN KNOB wings-level; when turned to the right (R), the airplane will execute a right. standard rate turn; when turned to the left (L), the airplane will execute a left. standard rate turn. When centered in detent and pushed in. the operating mode selected by a pushbutton is engaged. - 12. TRIM Used to trim autopilot to compensate for minor variations in aircraft trim or weight distribution. (For proper operation, the aircraft’s rudder trim, if so equipped. must be manually trimmed before the autopilot is engagedj - 13. A/P SWITCH - Turns autopilot ON or OFF. Figure 1. Cessna 200A Autopilot, Operating Controls and Indicators (Sheet 2 of 2) 11 September 1981 3 28 CESSNA 200A AUTOPILOT (TYPE AF-295B) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS The following autopilot limitation must be adhered to: BEFORE TAKE-OFF AND LANDING: 1. A/P ON-OFF Switch -- OFF. SECTION 3 EMERGENCY PROCEDURES TO OVERRIDE THE AUTOPILOT: 1. Airplane Control Wheel lot. - - ROTATE as required to override autopi NOTE The servo may be overpowered at anytime without dam age. Q TO TURN OFF AUTOPILOT: 1. A/P ON-OFF Switch -- OFF. SECTION 4 NORMAL PROCEDURES 0 BEFORE TAKE-OFF AND LANDING: 1. 2. A/P ON-OFF Switch OFF. BACK CRS Button OFF (see Caution note under Nay Capture). -- -- NOTE Periodically verify operation of amber warning light(s). labeled BC on CDI(s), by engaging BACK CRS button with a LOC frequency selected, or use TEST function on the audio control panel to verify BC light operation. 11 September 1981 28 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 200A AUTOPILOT (TYPE AF-295B) INFLIGHT WINGS LEVELING: 1. 2. 3. 4. Airplane Rudder Trim ADJUST for zero slip (“Ball” centered on Turn Coordinator). PULL-TURN Knob PULL out and CENTER. ON. A/P ON-OFF Switch Autopilot TRIM Control ADJUST for zero turn rate (wings level indication on Turn Coordinator). -- -- -- - - NOTE For optimum performance in airplanes equipped as floatplanes, use autopilot only in cruise flight or in approach configuration with flaps down no more than 10° and airspeed no lower than 75 KIAS on 172 and R172 Series Models, 90 KIAS on 180, 185 Models and 95 KIAS on U206 and TU206 Series Models. COMMAND TURNS: 1. PULL-TURN Knob -- PULL out and ROTATE. DIRECTION HOLD: ( ) 1. 2. 3. 4. 5. 6. PULL-TURN Knob PULL out and CENTER. ADJUST for zero turn rate. Autopilot TRIM Control ADJUST for zero slip (“Ball” centered). Airplane Rudder Trim DIR HOLD Button PUSH. PULL-TURN Knob PUSH in detent position when airplane is on desired heading. Autopilot TRIM Control READJUST for zero turn rate. -- -- -- -- -- - - NAV CAPTURE (VOR/LOC): fTh 1. 2. 3. PULL-TURN Knob PULL out and CENTER. NAV 1-2 Selector Switch SELECT desired VOR receiver. SET desired VOR course (if Nay Receiver OBS or ARC Knob tracking omni). -- - - -- NOTE Optional ARC knob should be in center position and ARC amber warning light should be off. 4. 5. PUSH. NAV CAPT Button PUSH for localizer and “close-in” omni inter HI SENS Button cepts. 11 September 1981 -- -- 5 28 CESSNA 200A AUTOPILOT (TYPE AF-295B) 6. PILOT’S OPERATING HANDBOOK SUPPLEMENT BACK CRS Button PUSH only if intercepting localizer front course outbound or back course inbound. -- CAUTION With BACK CRS button pushed in and localizer frequency selected, the CDI on selected nay radio will be reversed even when the autopilot switch is OFF. 7. Turn airplane parallel to desired course. NOTE Airplane must be turned until heading is within ±5° of desired course. 8. PULL TURN Knob CENTER and PUSH in. The airplane should tben turn toward desired course at 45° ±10° intercept angle (if the CDI needle is in full deflection). PULL-TURN Knob -- -- NOTE If more than 15 miles from the station or more than 3 minutes from intercept, use a manual intercept procedure. NAV TRACKING (VOR/LOC): 1. 2. 3. NAV TRK Button PUSH when CDI centers and airplane is within ±5° of course heading. HI 5EN5 BUTTON DISENGAGE for enroute omni tracking (leave ENGAGED for localizer). Autopilot TRIM Control READJUST as required to maintain track. - - -- -- NOTE Optional ARC function, if installed, should not be used for autopilot operation. If airplane should deviate off course, pull out PULL TURN knob and readjust airplane rudder trim for straight flight on the turn coordinator. Push in PULL TURN knob to reintercept course. If deviation persists, progressively make slight adjustments of auto pilot TRIM control or heading bug on the directional gyro, towards the course as required to maintain track. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. 11 September 1981 29 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 ADF (TYPE R-546E) SUPPLEMENT CESSNA 300 ADF (Type R-546E) SECTION 1 GENERAL k. ( The Cessna 300 ADF is a panel-mounted, digitally tuned automatic direction finder. It is designed to provide continuous 1 kHz digital tuning in the frequency range of 200 kHz to 1,699 kHz and eliminates the need for mechanical band switching. The system is comprised of a receiver, a bearing indicator, a loop antenna, and a sense antenna. Operating controls and displays for the Cessna 300 ADF are shown and described in Figure 1. The audio systems used in conjunction with this radio for speaker-phone selection are shown and described in another supplement in this section. The Cessna 300 ADF can be used for position plotting and homing procedures, and for aural reception of amplitude-modulated (AM) signals. With the function selector knob at ADF, the Cessna 300 ADF provides a visual indication, on the bearing indicator, of the bearing to the transmit ting station relative to the nose of the airplane. This is done by combining signals from the sense antenna with signals from the loop antenna. With the function selector knob at REC, the Cessna 300 ADF uses only the sense antenna and operates as a conventional low-frequency receiver. / - The Cessna 300 ADF is designed to receive transmission from the following radio facilities: commercial AM broadcast stations, low frequency range stations, non-directional radio beacons, ILS compass locators. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. 11 September 1981 1 of 6 29 CESSNA 300 ADF (TYPE R-546E) PILOT’S OPERATING HANDBOOK SUPPLEMENT uL A 0 a BC 2 3 C 0 0 1. OFF! VOL CONTROL Controls primary power and audio output level. Clock wise rotation from OFF position applies primary power to receiver; further clockwise rotation increases audio level. 2. FREQUENCY SELECTORS Knob (A) selects 100-kHz increments of receiver frequency, knob (B) selects tO-kHz increments, and knob (C) selects 1 kHz increments. - - Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 1 of 2) 11 September 1981 29 PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. CESSNA 300 ADF (TYPE R-546E) FUNCTION SWITCH: BFO: Selects operation as communication receiver using only seose antenna and activates 1000-Hz tone beat frequency oscillator to permit coded identifier of stations transmitting keyed CW signals (Morse Code) to be heard. REC: Selects operation as standard communication receiver using only sense antenna. ADF: Set operates as automatic direction finder using loop and sense anten nas. TEST: Momentary-on position used during ADF operation to test bearing reliability. When held in TEST position, slews indicator pointer clockwise: when released, if bearing is reliable, pointer returns to original bearing position. • 4. INDEX (ROTATABLE CARD) Indicates relative, magnetic, or true beading of aircraft, as selected by HDG control. 5. POINTER Indicates station bearing in degrees of azimuth, relative to the nose of the aircraft. When heading control is adjusted, indicates relative, magnetic, or true bearing of radio signal. 6. HEADING CARD CONTROL (HDG) or true bearing information. - - - Rotates card to set in relative, magnetic, Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 2 of 2) 11 September 1981 3 29 CESSNA 300 ADF (TYPE R-546E) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. Q 0 SECTION 4 0 NORMAL PROCEDURES TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY: 1. 2. 3. 4. OFF! VOL Control ON. Function Selector Knob REC. Frequency Selector Knobs SELECT operating frequency. ADF SPEAKER/PHONE Selector Switch (on audio control panel) SELECT speaker or phone position as desired. VOL Control ADJUST to desired listening level. -- -- -- -- 5. -- TO OPERATE AS AN AUTOMATIC DIRECTION FINDER: 1. 2. 3. OFF! VOL Control ON. Frequency Selector Knobs SELECT operating frequency. ADF SPEAKER/PHONE Selector Switch (on audio control panel) SELECT AS DESIRED. Function Selector Knob ADF position and note relative bearing on indicator. -- -- -- 4. -- TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER: 1. 2. 3. Function Selector Knob ADF position and note relative bearing on indicator. Function Selector Knob --TEST position and observe that pointer moves away from relative bearing at least 10 to 20 degrees. Function Selector Knob ADF position and observe that pointer returns to same relative bearing as in step (1). -- -- 11 September 1981 PILOT’S OPERATING HANDBOOK SUPPLEMENT 29 CESSNA 300 ADF (TYPE R-546E) TO OPERATE BFO: 1. 2. 3. 4. ON. OFF! VOL Control BFO. Function Selector Knob SELECT operating frequency. Frequency Selector Knobs ADF SPEAKER/PHONE Selector Switch (on audio control panel) SELECT speaker or phone position. ADJUST to desired listening level. VOL Control -- -- - - -- 5. -- NOTE A 1000-Hz tone is heard in the audio output when a CW signal (Morse Code) is tuned in properly. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or related external antennas, will result in a minor reduction in cruise performance. 11 September 1981 5/(6 blank) 0 0 occO C 30 CESSNA 300 NAVJCOM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SUPPLEMENT CESSNA 300 NAV/COM (720-Channel - Type RT-385A) SECTION 1 GENERAL The Cessna 300 Nay! Corn (Type RT-385A), shown in figure 1, consists of a panel-mounted receiver-transmitter and a single or dual-pointer remote course deviation indicator. ( The set includes a 720-channel VHF communications receivertransmitter and a 200-channel VHF navigation receiver, both of which may be operated simultaneously. The communications receiver-transmitter receives and transmits signals between 118.000 and 135.975 MHz in25-kHz steps. The navigation receiver receives omni and localizer signals between 108.00 and 117.95 MHz in 50-kHz steps. The circuits required to interpret the omni and localizer signals are located in the course deviation indicator. Both the communications and navigation operating frequencies are digitally displayed by incandescent readouts on the front panel of the Nay! Corn. A DME receiver-transmitter or a glide slope receiver, or both, may be interconnected with the Nay/Corn set for automatic selection of the associated DME or glide slope frequency. When a VOR frequency is selected on the Nay/Corn, associated VORTAC or VOR-DME station frequency will also be selected automatically; likewise, if a localizer frequency is selected, the associated glide slope will be selected automati cally. The course deviation indicator includes either a single-pointer and related NAV flag for VOR/LOC indication only, or dual pointers and related NAV and GS flags for both VOR/LOC and glide slope indications. Both types of course deviation indicators incorporate a back-course lamp (BC) which lights when optional back course (reversed sense) operation is selected. Both types may be provided with Automatic Radial Centering which, depending on how it is selected, will automatically indicate the bearing TO or FROM the VOR station. 11 September 1981 1 of 8 30 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 2 22 \ 12 ‘ 3 13 ‘ 14 1. COMMUNICATION OPERATING FREQUENCY READOUT (Third-decirnal place is shown by the position of the “5-0” switch). 2. 5-0 SWITCH Part of Corn Receiver-Transrnitter Fractional MHz Frequency Selector. In “5” position, enables Corn frequency readout to display and Corn Fractional MHz Selector to select frequency in .05-MHz steps between .025 and .975 MHz. In “0” position, enables COM frequency readout to display and Corn Fractional MHz Selector to select frequency in .05-MHz steps between .000 and .950 MHz. - NOTE The “5” or “0” rnay be read as the third decirnal digit, which is not displayed in the Corn fractional frequency display. Figure 1. Cessna 300 Nay/Corn (Type RT-385A), Operating Controls and Indicators (Sheet 1 of 3) 11 September 1981 30 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. NAVIGATION OPERATING FREQUENCY READOUT. 4. With VOR or LOC station selected, in ID position, station ID-VOX-T SWITCH identifier signal is audible; in VOX (Voice) position, identifier signal is sup pressed; in T (Momentary On) position, the VOR navigational self-test function is selected, 5. Selects NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ SELECTOR Nay frequency in .05-MHz steps between .00 and .95 MHz; simultaneously solects paired glide slope frequency and DME channel. 6. NAV VOL CONTROL 7. Selects NAV frequency NAVIGATION RECEIVER MEGAHERTZ SELECTOR in 1-MHz steps between 108 and 117 MHz; simultaneously selects paired glide slope frequency and DME channel. 8. COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MEGAHERTZ Depending on position of 5-0 switch, selects COM frequency in .05SELECTOR 51Hz steps between .000 and .975 MHz. The 5-0 switch identifies the last digit as either 5 or 0. - - Adjusts volume of navigation receiver audio. - - - 9. Used to adjust signal threshold necessary to activate SQUELCH CONTROL COM receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterctockwise rotation decreases background noiae. - 10. COMMUNICATION RECEIVER-TRANSMITTER MEGAHERTZ SELECTOR Setects COM frequency in 1-MHz steps between 118 and 135 MHz. it. Combination on/off switch and volume control; COM OFF-VOL CONTROL turns on NAV/COM set and controls volume of communications receiver audio. 12. BC LAMP Amber light illuminates when an autopilot’s back-course (reverse sense) function is engaged; indicates course deviation pointer is reversed on selected receiver when tuned to a localizer frequency. Light dimming is only available when installed with an audio control panel incorporating the annuncia tor lights DAY/NITE selector switch. 13. COURSE INDEX 14. COURSE DEVIATION POINTER Indicates course deviation from selected omni course or localizer centerline. 15. GLtDE SLOPE ‘GS” FLAG Whenvisible,redG5flagindicatesi.tnreliahleglide stope signal or improperly operating equipment. Ftag disappears when a reliable glide slope signal is being received. 16. GLIDE SLOPE DEVIATION POINTER slope. - - - - Indicates selected VOR course. - - - Indicates deviation from ILS glide Figure 1. Cessna 300 Nay! Corn (Type RT-385A), Operating Controls and Indicators (Sheet 2 of 3) 11 September 1981 3 30 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 17. NAy/TO-FROM INDICATOR Operates only with a VOR or localizer signal. Red NAV position (Flag) indicates unusable signal. With usable VOR signal, indicates whether selected course is TO or FROM station. With usable localizer signal, shows TO. 18. RECIPROCAL COURSE INDEX 19. OMNI BEARING SELECTOR (OBS) course. 20. AUTOMATIC RADIAL CENTERING (ARC-PUSH-TO/PULL-FR) SELECTOR In center detent, functions as conventional OBS. Pushed to inner (Momentary On) position, turns OBS course card to center course deviation pointer with a TO flag, then returns to conventional OBS selection. Pulled to outer detent, continuously drives OBS course card to indicate bearing from VOR station, keeping course deviation pointer centered, with a FROM flag. ARC function will not operate on localizer frequencies. - . Indicates reciprocal of selected VOR course. - Rotates OBS course card to select desired - 21. AUTOMATIC RADIAL CENTERING (ARC) LAMP Amber light illuminates when Automatic Radial Centering is in use.Light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAY/NITE selector switch. 22. OBS COURSE CARD \y - - Indicates selected VOR course under course index. 0 0 0 0 Figure 1, Cessna 300 Nav/ Corn (Type RT-385A), Operating Controls and Indicators (Sheet 3 of 3) 11 Septernber 1981 30 PILOT’S OPERATING HANDBOOK SUPPLEMENT ( CESSNA 300 NAVJCOM (TYPE RT-385A) The Cessna 300 Nay/Corn incorporates avariable threshold automatic squelch. With this squelch system, you set the threshold level for auto matic operation the further clockwise the lower the threshold or the more sensitive the set. When the signal is above this level, it is heard even if the noise is very close to the signal. Below this level, the squelch is fully automatic so when the background noise is very low, very weak signals (that are above the noise) are let through. For normal operation of the squelch circuit, just turn the squelch clockwise until noise is heard then back off slightly until it is quiet, and you will have automatic squelch with the lowest practical threshold. This adjustment should be rechecked periodically during each flight to assure optimum reception. - - - ( \. 1r All controls for the Nav/Com, except the standard omni bearing selector (OBS) knob or the optional automatic radial centering (ARC) knob located on the course deviation indicator, are mounted on the front panel of the receiver-transmitter. Operation and description of the audio control panels used in conjunction with this radio are shown and described in another supplement in this section. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES procedures when this There is no change to the airplane emergency avionic equipment is installed. However, if the frequency readouts fail, the radio will remain operational on the last frequency selected. The fre quency control should not be moved due to the difficulty of obtaining a known frequency under this condition. 11 September 1981 5 30 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES C COMMUNICATION RECEIVER-TRANSMITTER OPERATION : 1. 2. COM OFF/VOL Control--TURN ON; adjust to desired audio level. XMTR SEL Switch (on audio control panel) SET to desired Nay! Corn Radio. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. 5-0 Fractional MHz Selector Switch SELECT desired operating frequency (does not affect navigation frequencies). COM Frequency Selector Switch SELECT desired operating frequency. SQ Control ROTATE counterclockwise to just eliminate back ground noise. Adjustment should be checked periodically to assure optimum reception. Mike Button: a. To Transmit DEPRESS and SPEAK into microphone. -- 3. -- 4. - 5. 6. 7. - -- - - -- NOTE Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or PHONE position. Sidetone may be eliminated by placing the AUTO selector switch in the OFF position. Adjustment of sidetone on audio control panels supplied with three transmitters cannot be accomplished externally. How ever, audio control panels supplied with one or two trans mitters have sidetone adjustment pots that are accessible through the front of the audio control panel with a small screwdriver. b. To Receive -- RELEASE mike button. NAVIGATION OPERATION: NOTE The pilot should be aware that on Cessna airplanes equipped with the vertical fin mounted combination glide slope and omni antenna, pilots should avoid use of 2700 ±100 RPM on airplanes equipped with a two-bladed pro peller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference. 11 September 1981 30 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 1. 2. 3. 4. 5. TURN ON. COM OFF/VOL Control SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. SELECT desired operating NAV Frequency Selector Knobs frequency. ADJUST to desired audio level. NAV VOL ID-VOX-T Switch: SET to ID to hear navigation station a. To Identify Station identifier signal. b. To Filter Out Station Identifier Signal-- SET to VOX to include filter in audio circuit. ARC PUSH-TO/PULL-FROM Knob (If Applicable): PLACE in center detent and a. To Use As Conventional OBS select desired course. b. To Obtain Bearing TO VOR Station--PUSH (ARC/PUSH-TO) knob to inner (momentary on) position. -- -- -- -- -- 6. -- NOTE ARC lamp will illuminate amber while the OBS course card is moving to center with the course deviation pointer. After alignment has been achieved to reflect bearing to VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out. c. To Obtain Continuous Bearing FROM VOR Station (ARC/PULL-FR) knob to outer detent. -- PULL NOTE ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station. 7. OBS Knob (If Applicable) 11 September 1981 -- SELECT desired course. 7 30 CESSNA 300 NAV/COM (TYPE RT-385A) PILOT’S OPERATING HANDBOOK SUPPLEMENT VOR SELF-TEST OPERATION: 1. 2. COM OFF/VOL Control TURN ON. NAV Frequency Selector Switches SELECT usable VOR station signal. OBS Knob SET for 0° course at course index; course deviation pointer centers or deflects left or right, depending on bearing of signal; NAy/TO-FROM indicator shows TO or FROM . ID/VOX/T Switch PRESS to T and HOLD at T; course deviation pointer centers and NAy/TO-FROM indicator shows FROM. OBS Knob TURN to displace course approximately 10° to either side of 0° (while holding ID! VOX/T to T). Course deviation pointer deflects full scale in direction corresponding to course displace ment. NAy/TO-FROM indicator shows FROM. -- -- 3. 4. 5. - - -- -- NOTE When the 300 NAV/COM is coupled to the ANS-351C RNAV system the TEST operation is non-function al. Refer to the “Ground Check Procedures” in the Area Naviga tion System (Type ANS-351C) Supplement in this section to verify VOR operation of the CDI. . ID/VOX/T Switch -- RELEASE for normal operation. Q NOTE This test does not fulfill the requirements of FAR 91.25. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antenn as, will result in a minor reduction in cruise performance. (3 C 11 September 1981 31 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 NAV/COM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) SUPPLEMENT CESSNA 300 NAV/COM (Type RT-385A) WITH CESSNA 400 AREA NAVIGATION SYSTEM (Type RN-478A) SECTION 1 GENERAL The Cessna 300 Nay/Corn (Type RT-385A) Set with Cessna 400 Area Navigation (RNAV-Type RN-478A) consists of a RT-385A Nay! Corn, a R 476A DME system, a RN-478A Area Navigation Computer and a IN-442AR Course Deviation Indicator. The RN-478A includes circuits which combine the VOR navigation information with distance information from the R 476A DME system to provide data for area navigation. Operating informa tion for the communication set and for VOR/localizer navigation is presented in this supplement. Operating information for area navigation and for DME is presented in separate supplements. The RT-385A Receiver-Transmitter includes a 720-channel VHF com munication receiver-transmitter which receives and transmits signals between 118.000 MHz and 135.975 MHz in 25-kHz steps. It also includes a 200-channel VHF navigation receiver which receives VOR and localizer signals between 108.00 MHz and 117.95 MHz in 50-kHz steps. The communi cation receiver-transmitter and the navigation receiver can be operated simultaneously. The VOR or localizer signal from the No. 2 Navigation Receiver is applied to the converter circuits in the RN-478A Area Navigation Compu 11 September 1981 1 of 8 31 CESSNA 300 NAV/COM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT ter. The converter processes the received navigation signal to provide omni bearing or localizer information for display by the course indicator. CAUTION If the RNAV set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will he inoperative. The course indicator includes a Course Deviation Indicat or (CDI), an Omni Bearing Selector (OBS) and OFF/TO-FROM Indicator Flags. It also includes an RNAV lamp (RN) which lights when area naviga tion opera tion is selected, and a back-course lamp (BC) which lights when backcourse operation is selected. The IN-442AR is offered as the standard Course Deviation Indicator. All operating controls and indicators for the Cessna 300 Nav/ Com are included on the front panel of the RT-385A Receiver-Transmitter and the associated Course Deviation Indicator. These controls and indicat ors are shown and described in Figure 1. Operating controls for the RN-47 8A Area Navigation Computer, which are used for area navigation, and operating controls for the associated Type R-476A DME are shown in the approp riate supplements in this manual. Operating controls for the audio control panels used in conjunction with this radio are shown and describ ed in another supplement in this section. 0 SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avioni c equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readou ts fall, the radio will remain operational on the last frequency selecte d. The fre quency controls should not be moved due to the difficulty of obtaining a known frequency under this condition. 11 September 1981 C 31 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 NAV/COM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) 3 2 ) I 76 5 4 1. COMMUNICATION OPERATING FREQUENCY READOUT (Third-decimal place is shown by the position of the “5-0” switch). 2. Part of COM Receiver-Transmitter Fractional MHz Frequency 5-0 SWITCH Selector. In “5” position, enables COM frequency readout to display and CON Fractional MHz Selector to select frequency in .05 MHz steps between .025 and .971 MHz. In “0” position, enables COM frequency readout to display and COW Fractional MHz Selector to select frequency in .05 MHz steps between .000 and .95( MHz. - NOTE The “5” or “0” may be read as the third decimal digit, which is not displayed in the Corn fractional frequency display. Figure 1. Cessna 300 Nay/Corn Set, Operating Controls and Indicators (Sheet 1 of 3) 11 September 1981 3 31 CESSNA 300 NAV/COM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 3. NAVIGATION OPERATING FREQUENCY READ OUT. 4. ID-VOX-T SWITCH With VOR or LOC station selecte d, in ID position, station identifier signal is audible; in center VOX (Voice ) position, identifier signal is suppressed; in T (Momentary On) position, the VOR navigational self-teat function is selected. 5. NAVIGATIONAL RECEIVER FRACTIONAL MEGA HERTZ FREQUENCY SELECTOR Selects NAV frequency in .05 MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel. - - 6. NAV VOLUME CONTROL(VOL) Adjusts volume of navigation receiver audio. Clockwise rotation increases audio level. - 7. NAVIGATION RECEIVER MEGAHERTZ FREQ UENCY SELECTOR Selects NAV frequency in 1-MHz steps hetween 108 and 117 MHz; simultaneously selects paired glide slope frequency and DME channel. - 8. COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MHz FRE QUENCY SELECTOR Depending on position of the 5-0 Switch, selects COM frequency in .05 MHz stops between .000 and .975 MHz. The 5-0 switch identifies the last digit as either 5 or 0. - 9. SQUELCH CONTROL Used to adjust signal threshold necessary to activat e COM recoiver audio. Clockwise rotation increases backgr ound noise (decreases squelch action); counterclockwise rotation decrea ses background noise. 10. COMMUNICATION RECEIVER-TRANSMITTER MHz FREQUENCY SELECTOR Selects COM frequency in 1MHz steps between 118 and 135 MHz. - - 11. COM OFF-VOL CONTROL Combination on/off switch and volume contro l; turns on NAV/COM Set and RNAV Computer circuit s; controls volume of communication receiver audio. - 12. OBS COURSE CARD 13. BACK COURSE LAMP (BC) Amber light illuminates when an autopilot with reverse sense feature is installed and the reverse sense switch or the autopilot’s back-course function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed. BC light dimmi ng is only available when installed with an audio control panel incorporating the annunciator lights DAY/NITE selector switch. 14. AREA NAV LAMP (RN) When green light is illuminated, indicat es that RNAV operation is selected. RN light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAY/NITE selector switch. 15. OMNI BEARING SELECTOR (OBS) Rotates OBS course card (12) to select desired bearing to or from a VOR station or to a selecte d RNAV waypoint. - Indicatea selected VOR course under course index. - - - Figure 1. Cessna 300 Nay/Corn Set, Operating Controls and Indicators (Sheet 2 of 3) 11 September 1981 ) 31 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 NAV/COM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) Indicates selected VOR or RNAV course (bearing). 16. COURSE INDEX 17. Indicates deviation from selected VOR or COURSE DEVIATION POINTER RNAV course or localizer centerline. 18. Operates only with VOR or localizer signal. OFF OFF/ TO-FROM INDICATOR position (flag) indicates unusable signal. With usable VOR signal, when OFF position disappears, indicates whether selected course is TO or FROM station or waypoint. With usable localizer signal, shows TO. 19. RECIPROCAL COURSE INDEX course. - - - Figure 1. - Indicates reciprocal of selected VOR or RNAV Cessna 300 Nay/Corn Set, Operating Controls and Indicators (Sheet 3 of 3) 11 September 1981 5 31 CESSNA 300 NAVICOM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES 0 COMMUNICATIONS OPERATION: 1. 2. 3. COM OFF/VOL Control-- TURN ON; adjust to desired audio level. XMTR SEL Switch (on audio control panel)-- SET to desired 300 NAV/COM. SPEAKER PHONE Selector Switches (on audio control panel) SET to desired mode. 5-0 Fractional MHz Selector Switch SELECT desired operating frequency (does not affect navigation frequencies). COM Frequency Selector Knobs SELECT desired operating frequency. SQ Control ROTATE counterclockwise to just eliminate back ground noise. Mike Button: a. To Transmit DEPRESS and SPEAK into microphone. -- 4. 5. 6. 7. -- -- -- -- NOTE Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or PHONE position, or may be eliminated by placing the AUTO selector switch in the OFF position. Adjustment of sidetone on audio control panels supplied with three transmitters cannot be accomplished externally. How ever, audio control panels supplied with one or two trans mitters have sidetone adjustment pots that are accessible through the front of the audio control panel with a small screwdriver. b. To Receive -- RELEASE mike button. NAVIGATION OPERATION: NOTE The pilot should be aware that on Cessna airplanes equipped with the vertical fin mounted combination glide slope and omni antenna, pilots should avoid use of 2700 ±100 RPM on airplanes equipped with a two-bladed pro peller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during ILS approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference. 11 September 1981 31 CESSNA 300 NAV/COM (RT-385A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 1. 2. 3. 4. 5. TURN ON. COM OFF/VOL Control SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. SELECT desired operating NAV Frequency Selector Knobs ncy. freque ADJUST to desired audio level. NAy VOL Control ID-VOX-T Switch: SET to ID to hear navigation station a. To Identify Station identifier (Morse Code) signal. SET to VOX (center) b. To Filter Out Station Identifier Signal position to include filter in audio circuit. SELECT desired course. OBS Knob -- - -- -- -- -- 6. -- TO SELF TEST VOR NAVIGATION CIRCUITS: 1. 2. 3. 4. 5. TURN ON. COM OFF/VOL Control es SELECT usable VOR station Switch r Selecto ncy Freque NAV signal. SET for 0° course at index; CDI pointer centers or OBS Knob OFF/TOdeflects left or right, depending on bearing of signal; FROM indicator shows TO or FROM. r should ID-VOX-T Switch--PRESS to T and HOLD at T; CDI pointe . center and OFF/TO-FROM indicator should show FROM 10° to either OBS Knob TURN to displace course approximately r should side of 0° (while holding ID-VOX-T switch at T); CDI pointe e displac course to onding corresp on directi in scale deflect full . FROM show still ment. OFF/TO-FROM indicator should -- -- -- - - NOTE This test does not fulfill the requirements of FAR 91.25. SECTION 5 PERFORMANCE ance when this avionic There is no change to the airplane perform an externally mounted of tion installa the er, equipment is installed. Howev result in a minor will as, antenna or several related external antenn ance. reduction in cruise perform 11 September 1981 71(8 blank) 0 0 0000 0 32 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 300A AUTOPILOT (TYPE AF-395A) SUPPLEMENT CESSNA NAVOMATIC 300A AUTOPILOT (Type AF-395A) SECTION 1 GENERAL 4 V ( axis (aileron The Cessna 300A Navomatic is an all electric, singledirectional and lateral added es provid that system lot control) autopi nator, a coordi turn a plifier, ter-am stability. Components are a compu or(s) indicat on deviati course and a r actuato aileron an directional gyro, light. or indicat incorporating a localizer reversed (BC) coordina Roll and yaw motions of the airplane are sensed by the turn the direction by sensed g are headin d selecte the from ions Deviat tor gyro. the necessary al gyro. The computer-amplifier electronically computes maintain the s to aileron the move r to actuato the signals and ion correct g. headin e or attitud airplane in the commanded lateral monitors the The actuator includes a thermostatic switch which es abnormal, becom ature temper motor. If the operating temperature of the to remove ot autopil the ages diseng and opens switch static the thermo will switch the s, minute 10 imately power from the actuator. After approx ot system. autopil r and actuato the to power reapply to close tically automa localizer The 300A Navomatic will also intercept and track a VOR or r. tion receive naviga VHF a course using signals from located on The operating controls for the Cessna 300A Navomatic are onal gyro, the front panel of the computer-amplifier and on the directi SEL, NAV shown in Figure 1. The primary function pushbuttons (HDG function can be INT, and NAV TRK), are interlocked so that only one ttons are not selected at a time. The HI SENS and BACK CRS pushbu d at any selecte be can ns interlocked so that either or both of these functio time. 11 September 1981 1 of 8 32 CESSNA 300A AUTOPILOT (TYPE AF-395A) NAV1 PILOT’S OPERATING HANDBOOK SUPPLEMENT NAV2 C PILOT Q I CDI INDICATORS 2 I AILERON I 43 I o A I I ACTUATOR’ \ \4Ss\%\ DIRECTIONAL GYRO 10 11 12 13 I Y 14 15 AMPLIFIER TURN COORDINATOR Figure 1. Cessna 300A Autopilot, Operating Contro ls and Indicators (Sheet 1 of 3) 11 September 1981 C) 32 CESSNA 300A AUTOPILOT (TYPE AF-395A) PILOT’S OPERATING HANDBOOK SUPPLEMENT ¼,, , 1. Provides VOR/LOC navigation inputs to COURSE DEVIATION INDICATOR auiopilot for intercept and tracking modes. 2. LOCALIZER REVERSED INDICATOR LIGHT Amber light, labeled BC. illum inates when BACK CRS button is pushed in (engaged) and LOC frequency selected. BC light indicates course indicator needle is reversed on selected receiver (when tuned to a localizer frequency). This light is located within the CDI indicator. 3. Provides a stable visual indication of NON-SLAVED DIRECTIONAL GYRO aircraft heading to the pilot and provides heading information to the autopilot for heading intercept and bold. 4. HEADING BUG 5. LUBBER LINE 6. COMPASS CARD lubber line (5). 7. When pushed in, the heading bug (4) may HEADING SELECTOR KNOB (HDG) be positioned to the desired magnetic heading by rotating the HDG selector knob. Also used to select VOR or LOC course. 8. GYRO ADJUSTMENT KNOB (PUSH) When pushed in, allows the pilot to manually rotate the compass card (6) to correspond with the magnetic heading indicated by the compass. The compass card must be manually reset periodically to compensate for precessional errors in the gyro. 9. TURN COORDINATOR turn functions. - - - Moved by HDG knob to select desired heading. - - Indicates aircraft heading on compass card (6). - Rotates to display heading of airplane with reference to - - - Senses roll and yaw for wings leveling and command 10. HDG SEL PUSHBUTTON Aircraft will turn to and hold heading selected by the heading “bug” on the directional gyro. 11. NAV INT PUSHBUTTON When heading “bug” on DG is set to selected course, aircraft will turn to and intercept selected VOR or LOC course. 12. NAV TRK PUSHBUTTON When heading “bug” on DG is set to selected course, aircraft will track selected VOR or LOC course. 13. HI SENS PUSHBUTTON During NAV INT or NAV TRK operation, this high sensitivity setting increases autopilot response to NAV signal to provide more precise operation during localizer approach. In low-sensitivity position (push button out). response to NAV signal is dampened for smoother tracking of enroute VOR radials; it also smooths out effect of course scalloping during NAV opera tion. 14. Used with LOC operation only. With A/P switch BACK CRS PUSHBUTTON OFF or ON, and when navigation receiver selected by NAV switch is set to a localizer frequency, it reverses normal localizer needle indication (CDI) and causes localizer reversed (BC) light to illuminate. With A/P switch ON, reverses localizer signal to autopilot. - - - - - Figure 1. Cessna 300A Autopilot, Operating Controls and Indicators (Sheet 2 of 3) 11 September 1981 3 32 CESSNA 300A AUTOPILOT (TYPE AF-395A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 15. ACTUATOR The torque motor in the actuator causes the ailerons to move in the commanded direction. 18. NAV SWITCH 17. PULL TURN KNOB When pulled out and centered in detent, airplane will fly wings-level; when turned to the right (H), the airplane will execute a right, standard rate turn; when turned to the left (L), the airplane will execute a left, standard rate turn. When centered in detent and pushed in, the operating mode selected by a pushbutton is engaged. 18. TRIM Used to trim autopilot to compensate for minor variations in aircraft trim or lateral weight distrtbution. (For proper operation, the aircraft’s rudder trim, if so equipped, must be manually trimmed before the autopilot is engaged.) 19. A/P SWITCH - - Selects NAV 1 or NAV 2 navigation receiver. - - - Turns autopilot ON or OFF. 0 C 0 0 C Figure 1. Cessna 300A Autopilot, Operating Controls and Indicators (Sheet 3 of 3) 11 September 1981 32 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 300A AUTOPILOT (TYPE AF-395A) SECTION 2 LIMITATIONS The following autopilot limitation must be adhered to: BEFORE TAKE-OFF AND LANDING: 1. A/P ON-OFF Switch -- OFF. SECTION 3 EMERGENCY PROCEDURES TO OVERRIDE THE AUTOPILOT: 1. Airplane Control Wheel--ROTATE as required to override autopi lot. NOTE The servo may be overpowered at any time without dam age. TO TURN OFF AUTOPILOT: 1. A/P ON-OFF Switch -- OFF. SECTION 4 NORMAL PROCEDURES BEFORE TAKE-OFF AND LANDING: 1. 2. OFF. A/P ON-OFF Switch OFF (see Caution note under Nay Intercept). BACK CRS Button -- -- NOTE Periodically verify operation of amber warning light(s), labeled BC 0nCDI(s), by engaging BACK CRS buttonwitli a LOC frequency selected, or use TEST function on the audio control panel to verify BC light operation. 11 September 1981 32 CESSNA 300A AUTOPILOT (TYPE AF-395A) PILOT’S OPERATING HANDBOOK SUPPLEMENT INFLIGHT WINGS LEVELING: 1. 2. 3. 4. Airplane Rudder Trim ADJUST for zero slip (“Ball” centered on Turn Coordinator). PULL-TURN Knob PULL out and CENTER. A/P ON-OFF Switch ON. Autopilot TRIM Control ADJUST for zero turn rate (wings level indication on Turn Coordinator). - - -- -- - - NOTE For optimum performance in airplanes equipped as floatplanes, use autopilot only in cruise flight or in approach configuration with flaps down no more than 100 and airspeed no lower than 75 KIAS on 172 and R172 Series Models or 90 KIAS on 180, 185, U206 and TU206 Series Models. 0 COMMAND TURNS: 1. PULL-TURN Knob -- PULL out and ROTATE. C)) HEADING SELECT: 1. 2. 3. 4. Directional Gyro SET to airplane magnetic heading. Heading Selector Knob ROTATE bug to desired heading. Heading Select Button PUSH. PULL-TURN Knob CENTER and PUSH. - - -- -- - - NOTE Airplane will turn automatically to selected heading. If airplane fails to hold the precise heading, readjust autopi lot TRIM control as required or disengage autopilot and reset manual rudder trim (if installed). NAV INTERCEPT (VOR/LOC): 1. 2. 3. PULL-TURN Knob PULL out and CENTER. NAV 1-2 Selector Switch SELECT desired receiver. Nay Receiver OBS or ARC Knob SET desired VOR course (if tracking omni). -- - - -- NOTE Optional ARC knob should be in center position and ARC warning light should be off. 11 September 1981 32 PILOT’S OPERATING HANDBOOK SUPPLEMENT 4. CESSNA 300A AUTOPILOT (TYPE AF-395A) Heading Selector Knob ROTATE bug to selected course (VOR or inbound or outbound as appropriate). localizer Directional Gyro --SET for magnetic heading. PUSH. NAV INT Button PUSH for localizer and “close-in” omni inter HI SENS Button cepts. PUSH only if intercepting localizer front BACK CRS Button course outbound or back course inbound. -- - 5. 6. 7. 8. -- - - -- CAUTION With BACK CRS button pushed in and localizer frequency selected, the CDI on selected nay radio will be reversed even when the autopilot switch is OFF. 9. PULL-TURN Knob -- PUSH. NOTE Airplane will automatically turn to a 45° intercept angle. NAV TRACKING (VOR/LOC): 1. 2. PUSH when CDI centers (within one dot) and NAV TRK Button airplane is within ± 100 of course heading. Disengage for enroute omni tracking (leave HI SENS Button engaged for localizer). -- -- NOTE Optional ARC function, if installed, should not be used for autopilot operation. If airplane should deviate off course, pull out PULL TURN knob and readjust airplane rudder trim for straight flight on the turn coordinator. Push in PULL TURN knob to reintercept course. If deviation persists, progressively make slight adjustments of auto pilot TRIM control or heading bug on the directional gyro, towards the course as required to maintain track. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. 11 September 1981 71(8 blank) 0 0 0000 0 33 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 ADF (TYPE R-446A) SUPPLEMENT CESSNA 400 ADF (Type R-446A) SECTION 1 GENERAL 4 ( The Cessna 400 ADF is an automatic direction finder set which provides continuous, visual bearing indications of the direction from which an RF signal is being received. It can be used for plotting position, for homing, and for aural reception of AM signals between 200 kHz and 1699 kHz. In addition, a crystal-controlled, beat frequency oscillator (BFO) permits coded identifier of stations transmitting keyed CW signals (Morse Code) to be heard. The basic units of the Cessna 400 ADF are a R-446A Receiver with dual frequency selectors, a goniometer-indicator (IN-346A), a sense antenna and a loop antenna. The receiver and goniometer-indicator are panelmounted units. The sense and loop antennas are mounted on the external airplane surfaces. The goniometer-indicator presents station bearing in degrees of azimuth. An automatic pointer-stow feature alerts the operator to non-AD F operation by slewing the pointer to the 3:00 o’clock position when the REC mode is selected. Operating controls and displays for the Cessna 400 ADF are shown and described in Figure 1. The audio control panels used in conjunction with this radio for speaker-phone selection are shown and described in another supplement in this section. The operating frequency is selected by a four-section Minilever switch which displays a digital readout of the frequency selected and supplies a binary code to control the logic circuits within the set. A secondary (standby) operating frequency is selected by another four-section Mini lever switch. Frequency control of the ADF is switched to the primary or the secondary operating frequency by a toggle switch. The operating modes (ADF and REC) are selected by individual pushbutton switches. Additional pushbutton switches are used to select the BFO and to test signal reliability during ADF operation. 11 September 1981 1 of 6 33 CESSNA 400 ADF (TYPE R-446A) PILOT’S OPERATING HANDBOOK SUPPLEMENT C 0 0 11 12 0 Figure 1. Cessna 400 ADF Operating Controls and Indicator (Sheet 1 of 2) 11 September 1981 33 CESSNA 400 ADF (TYPE R-446A) PILOT’S OPERATING HANDBOOK SUPPLEMENT Selects and displays ‘primary” 1. PRI (PRIMARY FREQUENCY SELECTOR) frequency. 2. The “1” position activates “primary” (PRI) frequency. The “2” position 1-2 activates “secondary” (SEC) frequency. 3. SEC (SECONDARY FREQUENCY SELECTOR) dary” frequency. 4. Lamp will flash only when “secondary” SECONDARY RESELECT LAMP (SEC) frequency selection is outside of operating range of the receiver and 1-2 switch is in the “2” position. 5. TEST Momentary-on switch used only with ADF function to test bearing reliability. When held depressed, slews indicator pointer; when released, if bearing is realiable, pointer returns to original position. 6. Pushed in: Activates beat frequency oscillator tone to permit coded BFO idenlifier of stations transmitting keyed CW signals (Morse Code) to be heard. 7. Pushed in: Selects receive mode (set operates as a standard communica REC tions receiver using sense antenna only). - - - Selects and displays “secon - - - - NOTE In this position an automatic pointer stow feature will alert the pilot to non-ADF operation by positioning and retaining the pointer at the 3:00 o’clock position when the 400 ADF is in the REC function. 8. ADF Pushed in: Selects ADF mode (set operates as automatic direction finder using loop and sense antennas). 9. Lamp will flash only when “primary” (PRI) PRIMARY RESELECT LAMP frequency selection is outside of operating range of the receiver and 1-2 switch is in the “1” position. - - Turns set on or off and adjusts receiver volume. 10. OFF-VOL 11. INDEX 12. When HDG control is adjusted, indicates either relative, magnetic, or POINTER true bearings of a radio station. 13. HDG - - Fixed reference line for dial rotation adjustment. - - Rotates dial to facilitate relative, magnetic, or true bearing information. Figure 1, Cessna 400 ADF Operating Controls and Indicator (Sheet 2 of 2) 11 September 1981 3 33 CESSNA 400 ADF (TYPE R-446A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. C SECTION 4 NORMAL PROCEDURES TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY: 1. 2. OFF/VOL Control ON. REC Pushbutton PUSH in. -- -- 0 NOTE ADF indicator pointer will stow at a 90-degree position to alert the pilot to non-ADF operation. 3. 4. 5. PRI Frequency Selectors SELECT desired operating frequency. SEC Frequency Selectors-- SELECT desired operatingfrequency. 1-2 Selector Switch 1 position. - - -- NOTE 1-2 selector switch can be placed in the 2 position for operation on secondary frequency. The re-select lamp will flash only when frequency selection is outside of operat ing range of the receiver. 6. ADF SPEAKER/PHONE Selector Switch (on audio control panel) SELECT speaker or phone position. VOL Control ADJUST to desired listening level. -- 7. -- 11 September 1981 33 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 ADF (TYPE R-446A) TO OPERATE AS AN AUTOMATIC DIRECTION FINDER: f 1. 2. 3. 4. ON. OFF! VOL Control PRI Frequency Selectors SELECT desired operating frequency. SEC Frequency Selectors-- SELECT desired operatingfrequency. 1 position. 1-2 Selector Switch -- -- -- NOTE 1-2 selector switch can be placed in the 2 position for operation on secondary frequency. The re-select lamp will flash only when frequency selection is outside of operat ing range of the receiver. 5. ADF SPEAKER/PHONE Selector Switch (on audio control panel) SELECT speaker or phone position as desired. PUSH in and note relative bearing on AD?’ ADF Pushbutton indicator. SET goniometer-indicator dial so that index HDG Control indicates 0°, magnetic, or true heading of airplane. Pointer then indicates relative, magnetic, or true bearing to station. ADJUST to desired listening level. VOL Control -- 6. 7. 8. - - -- -- NOTE When switching stations, place function pushbutton in the REC position. Then, after station has been selected, place function pushbutton in the ADF position to resume auto matic direction finder operation. (This practice prevents the bearing indicator from swinging back and forth as frequency dial is rotated.) TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER: 1. 2. 3. ADF Pushbutton PUSH in and note relative bearing on indicator. TEST Pushbutton --PUSH in and hold TEST button until indicator pointer slews off indicated bearing at least 10 to 20 degrees. RELEASE and OBSERVE that indicator TEST Pushbutton pointer returns to the same relative bearing as in step (1). -- -- TO OPERATE BFO: 1. 2. ON. OFF! VOL Control Selector Switch (on audio control panel) HONE ADF SPEAKER/P SELECT speaker or phone position as desired. PUSH in. BFO Pushbutton 1-2 Selector Switch SELECT 1 position to activate PHI frequency -- -- 3. 4. 11 September 1981 -- - - 5 33 CESSNA 400 ADF (TYPE R-446A) 5. PILOT’S OPERATING HANDBOOK SUPPLEMENT or 2 to activate SEC frequency that is transmitting keyed CW signals (Morse Code). VOL Control ADJUST to desired listening level. - - NOTE () A 1000-Hz tone is heard in the audio output when CW signal (Morse Code) is tuned in properly. 0 SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externa lly mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 0 0 C C) 11 September 1981 34 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 RNAV (TYPE RN-478A) SUPPLEMENT CESSNA 400 AREA NAVIGATION SYSTEM (Type RN-478A) SECTION 1 GENERAL ( “— The Cessna 400 Area Navigation System (Type RN-478A) consists of an RN-478A Area NAV Computer (RNAV), a compatible VHF navigation receiver and course deviation indicator, and the Type R-476A distance measuring equipment (DME). The RNAV includes converter circuits which operate with the VHF navigation receiver and produce positional information for display by the course deviation indicator. It also includes computer circuits which combine the bearing information from the navigation set with the distance information from the R-476A DME to establish navigation data for selected waypoints. During RNAV opera tion, a course scalloping suppressor circuit suppresses the spurious navigation signal phases to provide stable waypoint information which enhances autopilot operation. The 400 RNAV is coupled to the number 2 Nav/Com and includes storage for 3 waypoints. Ground speed! time-to-station information to the selected VOR (not the waypoint) is available on this system. This capability, along with the course scalloping suppression (radial straightening), may be used to an advantage while tracking inbound or outbound from the VOR station by programming a waypoint directly over the associated VOR (000.0°/000.0 nautical miles) and using RNAV for course smoothing while enroute. CAUTION If RNAV set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will be inoperative. All operating controls and displays which are part of the RN-478A are shown and described in Figure 1. Other controls required for operation of the Cessna 400 Area Navigation System are included on the VHF naviga tion receiver and on the R-476A DME control; these controls are shown and described in the respective supplements included for this equipment. 11 September 1981 1 of 6 34 CESSNA 400 RNAV (TYPE RN-478A) 1 PILOT’S OPERATING HANDBOOK SUPPLEMENT 2 3 4 5 C 0 S 1. BEARING DISPLAY READOUTS Depending on positio n of DSPL Switch, displays bearing programmed for waypnint 1 or waypoint 2. 2. DISPLAY 1-2 SWITCH (DSPL) Determines information shown on DISTANCE and BEARING displays: In pnsition 1, distance and bearing programmed for waypoint 1 are displayed; in position 2, distance and bearing programmed for waypoint 2 are displayed. - 3. FLY/DISPLAY LAMP Flashes amber when FLY Switch and DSPL Switch are not set to same nomber; indicates that waypoint inform ation being displayed is not waypoint information being flown. 4. FLY SWITCH Determines waypoint being osed for navigation. In positio n 1, waypoint 1 is in use; in position 2, waypoint 2 is in use. 5. DISTANCE DISPLAY READOUTS Depending on positio n of DSPL Switch, displays distance programmed for waypoint 1 or waypo int 2. 6. BEARING MINILEVER SWITCHES (4) Select bearing of desired waypoint from VOR/DME station. May be used to store bearing of 3rd waypoint. C - - 0 - 7. ENROUTE/APPROACH SWITCH (ENR/APPR) Controls width of navigation corridor. ENR position provides standard (±5 NM) enrout e sensitivity; APPR position provides standard (±1-1/4 NM) approach course sensiti vity. - NOTE Due to unreliable signals, do not operate in the APPR positio n when computed distance to waypoint exceeds 51 nautical miles. 8. TRANSFER PUSHBUTTON SWITCH (XFER) Transfers waypoint distance and bearing from minilevers into either waypoint or 1 2 as selected by DSPL switch position. - 9. DISTANCE MINILEVER SWITCHES (4) Select distance of desired waypoint from VOR/DME station. May be used to store distanc e of 3rd waypoint. - Figure 1. Cessna 400 Area Nay (Type RN-478A) Computer, Operating Controls and Indicators 11 September 1981 C 34 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 RNAV (TYPE RN-478A) SECTION 2 LIMITATIONS The following RNAV IFR approach limitation must be adhered to during airplane operation. OPERATING LIMITATION: 1. IFR Approaches procedures. -- Follow approved published RNAV instrument SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES VOR/LOC OPERATION VOR NAVIGATION CIRCUITS VERIFICATION TESTS: 1. See appropriate Nav/Com supplement. VOR/LOC NAVIGATION: As a convenience to the pilot, a separate supplement (Avionic Operation Guide) is supplied to explain the various procedures for using the VHF Navigation Set for VOR and localizer navigation. Refer to the Avionic Operations Guide for flight procedures. AREA NAVIGATION OPERATION NOTE Proper RNAV operation requires valid VOR and DME inputs to the RNAV system. In certain areas, the ground station antenna patterns and transmitter power may he inadequate to provide valid signals to the RNAV. For this 11 September 1981 3 34 CESSNA 400 RNAV (TYPE RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT reason, intermittent RNAV signal loss may be expe rienced enroute. Prolonged loss of RNAV signal shall require the pilot to revert to other navigational proce dures. WAY1OINT PROGRAMMING: 1. Using a VFR sectional, enroute instrument chart, instrument approach plate, or enroute RNAV chart DETERMINE distance and bearing for desired waypoint(s) from appropriate VOR/D ME stations. VHF Navigation Receiver ON. DME TEST/ON-OFF Switch ON. DME Mode Selector Switch RNAV. RNAV DSPL Switch 1. -- 2. 3. 4. 5. -- -- -- -- NOTE When DSPL and FLY switches are not set to the same waypoint number, the display/fly light slowly blinks on and off as a reminder to the pilot that values displayed are not those being used for navigation. This does not affect operation of the unit. 6. 7. 8. BEARING Minilever Switches SET to first waypoint bearing. DISTANCE Minflever Switches SET to first waypoint distance. XFER Pushbutton Switch PUSH in. a. First waypoint bearing and distance are placed in memory as waypoint 1. b. BEARING Display Readout DISPLAYS readout of first waypoint bearing. c. DISTANCE Display Readout DISPLAYS readout of first waypoint distance. RNAV DSPL Switch SET to 2. BEARING Minilever Switches SET to second waypoint bearing . DISTANCE Minilever Switches SET to second waypoint dis tance. XFER Pushbutton Switch PUSH in. a. Second Waypoint Readout BEARING and DISTANCE are placed in memory as waypoint 2. b. BEARING Display Readout DISPLAYS readout of second waypoint bearing. c. DISTANCE Display Readout DISPLAYS readout of second waypoint distance. BEARING Minilever Switches SET to standby waypoint bear lug. -- -- -- -- -- 9. 10. 11. 12. -- -- -- - - -- - - -- 13. -- 11 September 1981 34 CESSNA 400 RNAV (TYPE RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 14. DISTANCE Minilever Switches tance. -- SET to standby waypoint dis NOTE the As first waypoint is reached, it can be replaced with third “standby” waypoint (already set) before placing the RNAV “DSPL” switch to 2. Then a fourth waypoint, if necessary, can be set with the minilever selectors. DISPLAY RELIABILITY TESTS: NOTE This test must be conducted following the “Waypoint tion Programming” procedures with the VHF Naviga ON the in still es switch F ON-OF DME TEST! Receiver and position. 1. 2. SET to VHF Navigation Receiver Frequency Selector Switches ncy. VOR freque DSPL set to 1, FLY set to 2. RNAV DSPL and FLY Switches int bearing and distance that waypo first AYS DISPL ut a. Reado . mming was selected in Waypoint Progra FLASHES. Head) l Contro RNAV (On Lamp splay b. Fly!Di set to 1. FLY 2, to set DSPL es RNAV DSPL and FLY Switch distance. a. Readout DISPLAYS second waypoint bearing and ES. FLASH Head) l Contro RNAV b. Fly!Display Lamp (On BOTH SET to same number. RNAV DSPL and FLY Switches DISPLAYS waypoint bearing and distance as a. Readout selected by DSPL switch. NOT b. Fly! Display Lamp (On RNAV Control Head) LIGHTED. SET to RNAV. DME Mode Selector Switch LIGHTED. a. Both RN and NM Annunciators on DME LIGHTS. or Indicat ion Deviat b. RN Lamp on Course SET to VHF Navigation Receiver Frequency Selector Switches LOC frequency. LIGHTED. a. Both RN and NM Annunciators LIGHTED. or Indicat ion Deviat on Course b. RN Lamp Indica c. Course Deviation Indicator OFF(or NAV)/TO-FROM view. in flag NAV) (or OFF tor SET to NAV 1, NAV 2, or HOLD. DME Mode Selector Switch LIGHTED. DME on ciator a. NM Annun NOT LIGHTED. b. RN Annunciator on DME NOT LIGHTED. c. RN Lamp on Course Deviation Indicator or --Shows Indicat OM ’ d. Course Indicator OFF(or NAV), TO-FR TO if a usable signal is received. - - -- - - -- 3. - - -- -- 4. -- -- -- 5. -- -- -- 6. -- -- -- - - 7. -- - - -- - 11 September 1981 - 5 34 CESSNA 400 RNAV (TYPE RN-478A) 8. 9. PILOT’S OPERATING HANDBOOK SUPPLEMENT DME Mode Selector Switch RNAV. DME TEST/ON-OFF Switch HOLD to TEST. a. DME RN/NM Distance Display READOUT is 888.8. b. DME KTS/MIN Ground Speed/Time-to-Stati on Display READOUT is 888. c. RNAV BEARING Display READOUT is 888.8. d. RNAV DISTANCE Display READOUT is 188.8. -- -- -- -- -- AREA NAVIGATION CIRCUITS SELF-TEST: 1. 2. 3. 4. 5. 6. VhF Navigation Receiver ON. VI IF Navigation Receiver Frequency Selector Switches --SET to a usable VOR/DME frequency. DME TEST/ON-OFF Switch ON. DME Mode Selector Switch RNAV. a. RN Lamp on Course Deviation Indicator LIGHTED. RNAV Computer PROGRAMMED to waypoint. DSPL and FLY Switches SET both to waypoint to be tested. a. BEARING Display READOUT is waypoint bearing. b. DISTANCE Display READOUT is waypoint distance. c. Course Indicator RN LAMP lights. Course Indicator OBS (or ARC) SET to waypoint bearing. VHF Navigation Receiver ID/VOX/T Switch HOLD in T posi tion. a. Course Deviation Pointer CENTERS. b. Course Deviation Indicator OFF(or NAV)/TO-FROM Flag Shows TO. c. DME Distance Display READOUT is the same as the RNAV DISTANCE readout. -- -- -- -- -- -- -- -- -- 7. 8. tD -- -- -- -- -- NOTE After releasing the navigation receiver test (T) switch, the return to accurate computed bearing and distance data can take up to 60 seconds depending upon airplane positio n and waypoint. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 11 September 1981 3 35 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 DME (TYPE R-476A) SUPPLEMENT CESSNA 400 DME (TYPE R-476A) SECTION 1 GENERAL - ” The Cessna 400 DME (Type R-476A) is the airborne “interrogator slant te, accura uous, contin s supplie which system tion naviga a of portion in range distance information from a fixed ground station to an aircraft flight. Except for selection of the operating channel, which is selected by the VHF navigation receiver frequency selector switches, the Cessna 400 DME is capable of independent operation. The equipment consists of a panells mounted C-476A Control Unit which contains all of the operating contro . and displays, and a remotely mounted RTA-476A Receiver-Transmitter ls channe 200 on pairs pulse gating interro its transm The RTA-476A between 1041 MHz and 1150 MHz; it receives associated ground-to-air ly replies between 978 MHz and 1213 MHz. The C-476A Control Unit digital or speed ground either and displays distances up to 200 nautical miles dis and ls contro ng operati All selected. as ation, inform -station time-to are plays for the DME are shown in Figure 1, and the functions of each described. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES this There is no change to the airplane emergency procedures when avionic equipment is installed. 11 September 1981 1 of 4 35 CESSNA 400 DME (TYPE R-476A) PILOT’S OPERATING HANDBOOK SUPPLEMENT RNAV Annunciator DME Annunciator 0 0 1. DISTANCE DISPLAY In NAV 1, NAV 2, or HOLD mode, displays distance to selected VOR/ DME siation in naotical miles: only NM (Naotical Miles) annuncia tor lights. In RNAV mode, displays distance to selected waypoint in nautical miles; both RN (RNAV) and NM annoncistors light. 2. GS / TTS SELECTOR SWITCH In NAV 1, NAV 2, or HOLD mode, selects display of ground speed (CS) or time-to-station (TTS). In RNAV mode, display shows ground speed component to or from the VOR (not to waypo int) or the time to the VOR station at tbat indicated groond speed. - - 3. DME MODE SELECTOR SWITCH Selects DME operating mode as follows: RNAV: Selects area navigation operation; selects display of nautical miles (distance) to selected RNAV waypoint. NAV 1: Selects DME operation with No. 1 VHF naviga tion set; enables channel selection hy NAV 1 frequency selector switch es. HOLD: Selects DME memory circuit; DME remain s channeled to station to whicb it was channeled when HOLD was selected; display of distance continues to be nautical miles to that station. Both the NAV 1 and the NAV 2 sets may be set to new operation frequencies. - CAUTION In the HOLD mode, there is no annunciation of the VOR/DME station freqoency. NAV 2: Selects DME operation with No. 2 VHF naviga tion set; enables channel selection by NAV 2 frequency selector switch es. Figure 1. Cessna 400 DME (Type R-476A) (Sheet 1 of 2) 11 September 1981 0 35 PILOT’S OPERATING HANDBOOK SUPPLEMENT 4. 5. CESSNA 400 DME (TYPE R-476A) (turns TEST! ON-OFF SWITCH Controls application of power to DME circuits equipment on or off): selects display lsmp test for DME and RNAV displays. - Displays ground speed in knots or time-toGROUND SPEED! TIME DISPLAY station in minutes, as follows: from a. With OS! TTS Switch set to OS, displays ground speed component to or station in knots (aircraft must be flying directly to or from the VOR!DME station for true ground speed indication). - b. in With GS/TTS Switch set to TTS, displays time to VOR!DME station minutes at the ground speed component indicated. c. With GS!TTS in RNAV mode will display ground speed component or time to-station at that speed to the selected VOR (not the waypoint). Figure 1. 11 September 1981 Cessna 400 DME (Type R-476A) (Sheet 2 of 2) 3 35 CESSNA 400 DME (TYPE R-476A) PTLOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES .1 DME OPERATION: 1. 2. 3. TEST/ON-OFF Switch SET to ON. DME Mode Selector Switch SET to NAV 1 or NAV 2. NAV 1 and NAV 2 VHF Navigation Receivers ON; SET FRE QUENCY selector switches to VORIDME station frequencies, as required. -- -- -- NOTE When the VOR frequency is selected, the appropriate DME frequency is automatically channeled. Therefore, the sys tem does not provide independent operation of the DME for reception of the DME Morse Code identifier. 4. DME SPEAKER/PHONE Selector Switch (on audio control panel) SET to desired mode. GS/TTS Switch SET as desired. TEST/ON-OFF Switch HOLD to TEST: a. Distance-to-Station Display readout is 188.8. b. Knots/Minutes Display readout is 888. TEST/ON-OFF Switch RELEASE to ON; display readouts return to normal. tZ) -- 5. 6. 7. -- -- -- 0 SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. C 11 September 1981 36 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 GLIDE SLOPE (TYPE R-443B) SUPPLEMENT CESSNA 400 GLIDE SLOPE (Type R-443B) SECTION 1 GENERAL The Cessna 400 Glide Slope is an airborne navigation receiver which receives and interprets glide slope signals from a ground-based Instru ment Landing System (ILS). It is used with the localizer function of a VHF navigation system when making instrument approaches to an airport. The glide slope provides vertical path guidance while the localizer provides horizontal track guidance. The Cessna 400 Glide Slope system consists of a remote-mounted receiver coupled to an existing navigation system, a panel-mounted indicator and an externally mounted antenna. The glide slope receiver is designed to receive ILS glide slope signals on any of 40 channels. The channels are spaced 150 kHz apart and cover a frequency range of 329.15 MHz through 335.0 MHz. When a localizer frequency is selected on the NAV receiver, the associated glide slope frequency is selected automatically. Operation of the Cessna 400 Glide Slope system is controlled by the associated navigation system. The functions and indications of typical 300 series glide slope indicators are pictured and described in Figure 1. The 300 series glide slope indicators shown in Figure 1 depict typical indications for Cessna-crafted glide slope indicators. However, refer to the 400 Nay! Corn or HSI write-ups if they are listed in this section as options for additional glide slope indicators. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. 11 September 1981 1 of 4 36 CESSNA 400 GLIDE SLOPE (TYPE R-443B) PILOT’S OPERATING HANDBOOK SUPPLEMENT TYPICAL 300 SERIES GLIDE SLOPE INDICATORS 1. GLIDE SLOPE DEVIATION POINTER slope. 2. GLIDE SLOPE “OFF” OR “GE” FLAG When visible, indicates unreliable glide slope signal or improperly operating equipment. The flag disappears when a reliable glide slope signal is being received, - Indicates deviation from normal glide - CAUTION Spurious glide slope signals may exist in the area of the localizer back course approach which can cause the glide slope ‘OFF” or “GS” flag to disappear and present unreliable glide slope informa tion. Disregard all glide slope signal indications when making a localizer back course approach unless a glide slope (ILS BC) is specified on the approach and landing chart. Figure 1. Typical 300 Series VOR/LOC/ILS Indicator 11 September 1981 36 CESSNA 400 GLIDE SLOPE (TYPE R-443B) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES TO RECEIVE GLIDE SLOPE SIGNALS: NOTE The pilot should be aware that on Cessna airplanes equipped with the vertical fin mounted glide slope antenna, pilots should avoid use of 2700 ±100 RPM on airplanes equipped with a two-bladed propeller or 1800 ±100 RPM on airplanes equipped with a three-bladed propeller during 115 approaches to avoid oscillations of the glide slope deviation pointer caused by propeller interference. 1. 2. 3. SELECT desired localizer fre NAV Frequency Select Knobs quency (glide slope frequency is automatically selected). NAV/COM VOX-ID-T Switch--SELECT ID position to disconnect filter from audio circuit. NAV VOL Control ADJUST to desired listening level to confirm proper localizer station. -- -- CAUTION When glide slope “OFF” or “GS”flag is visible, glide slope indications are unusable. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. 11 September 1981 31(4 blank) 37 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 MARKER BEACON (TYPE R-402A) SUPPLEMENT CESSNA 400 MARKER BEACON (Type R-402A) SECTION 1 GENERAL — ( k The system consists of a remote mounted 75 MHz marker beacon receiver, an antenna which is either flush mounted or externally mounted on the under side of the aircraft and operating controls and annunciator lights which are mounted on the front of the audio control panel. Operating controls for the marker beacon system are supplied on the front of the two types of audio control panels used in this Cessna aircraft. The operating controls for the marker beacon are different on the two audio control panels. One type of audio control panel is supplied with one or two transmitters and the other is supplied with three transmitters. The marker beacon operating controls and annunciator lights used on the audio control panel supplied with two or less transmitters are shown and described in Figure 1. The operating controls consist of three, threeposition toggle switches. One switch is labeled “HIGH/LO/MUTE’ and provides the pilot with HIGH-LO sensitivity selection and marker beacon audio muting, for approximately 30 seconds, to enable voice communica tion to be heard without interference of marker beacon signals. The marker beacon audible tone is automatically restored at the end of the 30 second muting period to continue marker audio for passage over the next marker. OFF! PHN” and is used to turn the set on Another switch is labeled “SPKR/ and select the desired speaker or phone position for marker beacon signals. The third toggle switch labeled, “ANN LT”, is provided to enable the pilot to select the desired DAY or NITE lighting position for annuncia tor lights, and also a “TEST” position to verify operation of marker beacon annunciator lights. on The marker beacon operating controls and annunciator lights used the audio control panel supplied with three transmitters are shown and described in Figure 2. The operating controls consist of two, three-position toggle switches, and two concentric control knobs. One switch is labeled SPKR/PHN” and is used to select the desired speaker or phone position for marker beacon signals. The other switch is labeled “HI / LO / TEST” and 11 September 1981 1 of 6 37 CESSNA 400 MARKER BEACON (TYPE H-402A) PILOT’S OPERATING HANDBOOK SUPPLEMENT irovides the pilot with HI-LO sensitivity selection and a TEST position to verify operation of all annunciator lights. The small, inner contro knob l labeled OFF/VOL. turns the set on or off and adjusts the audio listenin g level. The large, outer control knob labeled BRT, provides light dimmi ng for the marker beacon lights. n When the Cessna 400 Marker Beacon controls are incorporated in an audio control panel incorporated with two or less transmitters a marker Beacon audio level adjustment potentiometer and an annunciator lights minimum dimming potentiometer are mounted on the audio control panel circuit board. Potentiometer adjustments cannot be accomplished exter nally. However, if readjustments are desired, adjustments can be made in accordance with instructions found in the Avionics Installations Ser vice/Parts Manual for this aircraft. 0 MARKER FACILITIES MARKER 0 IDENTIFYING TONE LIGHT* C Inner & Fan Continuous 6 dots/sec (3000 Hz) White Middle Alternate dots and dashes (1300 Hz) Amber Outer 2 dashes/sec (400 Hz) Blue 0 When the identifying tone is keyed, the respective indicat ing light will blink accordingly. 0 0 11 September 1981 37 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 MARKER BEACON (TYPE R-402A) 3 / 2 1 _;;P ANN LII HIAH 10(17 s. lilA 4 NIlE ‘:: S. HIT L_u icw—J AUDIO CONTROL PANEL FOR USE WITH ONE OR TWO TRANSMITTERS 1. MARKER BEACON ANNUNCIATOR LIGHTS: OUTER Light illuminates blue to indicate passage of outer marker beacon. MIDDLE Light illuminates amber to indicate passage of middle marker beacon. INNER and FAN Light illuminates white to indicate passage of inner and fan marker beacon. - - - 2. SPEAKER/OFF/PHONE SELECTOR SWITCH: SPEAKER POSITION Turns set on and selects speaker for aural reception. OFF POSITION Turns set off. PHONE POSITION Turns set on and selects phone for aural reception. - - - 3. ANNUNCIATOR LIGHTS SWITCH: NITE POSITION Places the annunciator lights in a dim lighting mode for night flying operations. Light intensity of the NITE position is controlled by the RADIO LT dimming rheostat. DAY POSITION Places tile annunciator lights in the full bright position for daylight flying operations. TEST POSITION Illuminates all marker beacon annunciator lights (and other annunciators) in the full bright position to verify operation of annuncia tor lights. - - - 4. HIGH/LO/ MUTE SELECTOR SWITCH: HIGH POSITION Receiver sensitivity is positioned for airway flying. LO POSITION Receiver sensitivity is positioned for ILS approaches. MUTE POSITION The marker beacon audio signals are temporarily blanked out (for approximately 30 seconds) and then automatically restored, over the speaker or headset in order to provide voice communications without interference of marker beacon signals. - - - Figure 1. Cessna 400 Marker Beacon Operating Controls and Indicator Lights Supplied with Two or Less Transmitters 11 September 1981 3 37 CESSNA 400 MARKER BEACON (TYPE R-402A) PILOT’S OPERATING HANDBOOK SUPPLEMENT C C AUDIO CONTROL PANEL FOR USE WITH THRE E TRANSMITTERS 1. C OFF/VOLUME CONTROL: OFF! VOL Turns the set on or off and adjusts the audio listening level. Clockwise roiation of the smaller knob turns the sei on and tncreases the audio level. - 2. MARKER BEACON ANNUNCIATOR LIGHTS: OUTER Light illuminates blue to indicat e passage of outer marker beacon. MIDDLE Light illuminates amber to indicat e passage of middle marker beacon. INNER and FAN Light illuminates white to indicate passage of inner or fan marker beacon. - - - 3. SPEAKER/PHONE SELECTOR SWITCH: SPEAKER POSITION Selects speaker for aural reception. PHONE POSITION Selects headphone for aural reception. C - - 4. HI/LO/ TEST SELECTOR SWITCH: HI POSITION Receiver sensitivity is positioned for airway Dying. LO POSITION Receiver sensitivity is positioned for ILS approaches. TEST POSITION Illuminates all annunc iator lights in the full bright position to verify operation of annunciator lights. - - - 5. LIGHT DIMMING CONTROL: BRT - Provides tight dimming for the annunciator lights. Clockwise rotation of the larger knob increases light intensity. C Figure 2. Cessna 400 Marker Beacon Operating Controls and Indicator Lights Supplied With Three Transmitters. 11 September 1981 37 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 MARKER BEACON (TYPE R-402A) SECTION 2 LIMITATIONS this avionic There is no change to the airplane limitations when equipment is installed. SECTION 3 EMERGENCY PROCEDURES ures when this There is no change to the airplane emergency proced avionic equipment is installed. SECTION 4 NORMAL PROCEDURES WITH MARKER BEACON OPERATING PROCEDURES FOR USE S AUDIO CONTROL PANELS PROVIDED WITH ONE OR TWO TRAN 1) FIG. MITTERS (REF. 1. 2. 3. 4. SELECT desired speaker or SFKRIOFF/PHN Selector Switch n phone audio. Either selected positio will turn set on. n NITE/DAY/TEST Selector Switch--PRESS to TEST positio and full ate illumin lights iator annunc verify that all marker beacon bright to indicate lights are operational. NITE/DAY/ TEST Selector Switch SELECT desired position for NITE or DAY lighting. SELECT HI position for HIGH/LO/MUTE Selector Switch airway flying or LO position for ILS approaches. -- -- - - NOTE 30 seconds Press MUTE switch to provide an approximate tone. The audio Beacon r Marke of out g blankin temporary tically automa is ier identif marker beacon audio tone . period muting the of end the at d restore 11 September 1981 37 CESSNA 400 MARKER BEACON (TYPE R-402A) PILOT’S OPERATING HANDBOOK SUPPLEMENT NOTE Due to the short distance typical betwee n the middle marker and inner marker, audio identification of the inner marker may not be possible if muting is activat ed over the middle marker. MARKER BEACON OPERATING PROCEDUR ES FOR USE WITH AUJ)IO CONTROL PANELS PROVIDED WITH THRE E TRANSMIT TNRS. (REF. FIG. 2) I. OFF/VOL Control TURN to VOL position and adjust to desired listening level. Clockwise rotation increas es audio level. 1 Il/LO Sen Switch SELECT HI position for airway flying or LO position for ILS approaches. SPKH/PHN Switch SELECT speaker or phone audio. BRT Control SELECT BRT (full clockwise). ADJUST as desired when illuminated over marker beacon. TEST Switch --PRESS to TEST position and verify that all marker beacon annunciator lights will illuminate full bright to indicate lights are operational. -- 2. -- 3. 4. 5. -- -- 1-::) SECTION 5 PERFORMANCE There is no change to the airplane perform ance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antenn as, will result in a minor reduction in cruise performance. 0 11 September 1981 38 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 NAV/COM (TYPE RT-485A) SUPPLEMENT CESSNA 400 NAV/COM (720-Channel Type RT-485A) - SECTION 1 GENERAL ts The Cessna 400 Nay! Corn (Type RT-485A), shown in Figure 1, consis ointer of a panel-mounted receiver-transmitter and a single or dual-p remote 300 or 400 Series course deviation indicator. ( rThe set includes a 720-channel VHF communications receive may transmitter and a 200-channel VHF navigation receiver, both of which be operated simultaneously. The communications receiver-transmitter receives and transmits signals between 118.000 and 135 .975 MHz in 25-kHz steps. The navigation receiver receives omni and localizer signals d to between 108.00 and 117.95 MHz in 50 kHz steps. The circuits require on deviati course the in located are er signals localiz and omni interpret the for 3 indicator. Microprocessor frequency management provides storage alive” preset NAV and 3 preset COM frequencies in MEMORY. A “keepom is Nav/C the when ncies freque voltage prevents loss of the preset n freque ng operati tion naviga ns and nicatio commu the off. Both turned of panel front the on ts readou escent cies are digitally displayed by incand the Nay! Corn. A DME receiver-transmitter or a glide slope receiver, or both, may be interconnected with the Nay! Corn set for automatic selection of the ncy is associated DME or glide slope frequency. When a VOR freque station VOR-DME or VORTAC ted associa the selected on the Nay! Corn, er frequency will also be selected automatically; likewise, if a localiz d selecte be will ncy freque slope glide ted associa frequency is selected, the automatically. The 400 Nav/Com is installed with either 300 or 400 Series course orate deviation indicators. The 400 Series Nay! Com indicators incorp rd Automatic Radial Centering and a Course Datum synchro as standa a orate incorp not do ors indicat on deviati course Series features. The 300 Radial atic t, Autom withou Course Datum synchro but are offered with, or Centering. NOTE The Course Datum synchro incorporated in 400 Series course deviation indicators is only operational when 11 September 1981 1 of 10 38 CESSNA 400 NAV/COM (TYPE RT-485A) PILOT’S OPERATING HANDBOOK SUPPLEMENT coupled to a slaved directional gyro system which is coupled to a 40DB Autopilot or Integrated Flight Contro l System (IFCS). Both the 300 and 400 Series course deviation indicators include either a single-pointer and related NAV flag for VOR/ LOC indicat ion only, or dual pointers and related NAV and GS flags for both VOR/ LOC and glide slope indications. Both types of indicators incorporate a back-c ourse lamp (BC) which lights when back course (reversed sense) operati on is selected. Indicators with Automatic Radial Centering will, when selected, automati cally indicate the bearing TO or FROM the VOR station . The Cessna 400 Nay! Com incorporates a variable thresho ld automatic squelch. With this squelch system, you set the thresho ld level for auto matic operation the further clockwise the lower the threshold or the more sensitive the set. When the signal is above this level, it is heard even if the noise is very close to the signal. Below this level, the squelch is fully automatic so when the background noise is very low, very weak signals (that are above the noise) are let through. For norma l operation of the squelch circuit, just turn the squelch clockwise until noise is heard then back off slightly until it is quiet, and you will have autom atic squelch with the lowest practical threshold. This adjustment should be rechecked periodically during each flight to assure optimum reception. - - - , All controls for the Nav/Com, except the omni bearing selector (OBS) knob or automatic radial centering (ARC) knob, which is located on the course deviation indicator, are mounted on the front panel of the receivertransmitter. The audio control panels used in conjun ction with this radio are shown and described in another supplement in this section. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency proced ures when this avionic equipment is installed. However, if the freque ncy readouts fail, the frequency controls should not be moved due to the difficulty of obtaining a known frequency under this condition. The radio will remain operational on the last frequency selected, and the preset freque ncies in MEMORY may be selected by pressing the appropriate MEMORY pushbu tton. 11 September 1981 (3 38 CESSNA 400 NAV/COM (TYPE RT-485A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 14 15 ‘ I 8 15 14 V TYPICAL 300 SERIES INDICATORS 15 16 22 TYPICAL 400 SERIES INDICATORS Figure 1. Cessna 400 Nay/Corn (Type RT-485A), Operating Controls and Indicators (Sheet 1 of 4) 11 September 1981 3 38 CESSNA 400 NAV/COM (TYPE RT-485A) 1. PILOT’S OPERATING HANDBOOK SUPPLEMENT COM MEMORY 1,2 & 3 PUSHBUTTONS - When a COM MEMORY pushbutton is pressed, the preset selected frequency will appear in the COM frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushbut ton. Three preset frequencies may be stored in MEMORY and selected as desired, by merely pressing the appropriate COM MEMORY pushbutton to recall the desired operating frequency. If electrical power to the set’s “keep-alive”circuit has not been interrupted, upon turn-on, the set will automatically recall the last COM MEMORY frequency selected by the MEMORY pushbutton. If electrical power is removed from the set’s ‘keep-alive” circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, all COM MEMORY circuits will display the lowest operating frequency (118.000 MHz) and will have to be reset. COM 1 MEMORY will automatically be selected. 2. COMMUNICATION OPERATING FREQUENCY READOUT - Indicates COM frequency in use. Third decimal place not shown. 3. CYCLE BUTTON (C) - Selects last illuminated decimal place on COM frequency in use. If last decimal place is 2 or 7, pressing C pushbutton changes number to 5 or 0. respectively. If last decimal place is 5 or 0, pressing C pushbutton changes number to 7 or 2, respectively. When the last illuminated digit on the set is 2 or 7, the third digit on the set (not shown) will always be 5. When the last illuminated digit on the set is 0 or 5, the third digit on the set (not shown) will always be 0. Also provides test function by holding C pushbutton pressed for more than 1.7 seconds. This lights each COM and NAV MEMORY pushbutton in turn, and displays the corresponding preset frequency in MEMORY. 4. NAVIGATION OPERATING FREQUENCY READOUT - Indicates NAV fre quency in use. 5. NAV MEMORY 1,2 & 3 PUSHBUTTONS When a NAV MEMORY pushbutton is pressed, the preset selected frequency will appear in the NAV frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushbut ton. Three preset frequencies maybe stored in MEMORY and selected as desired, by merely pressing the appropriate NAV MEMORY pushbutton to recall the desired operating frequency. If electrical power to the set’s “keep-alive” circuit has not been interrupted, upon turn-on, the set will automatically reoall the last NAV MEMORY frequency selected by the MEMORY pushbutton. If electrical power is removed from the set’s “keep-alive” circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, all NAV MEMORY circuits will display the lowest operating frequency (108.00 MHz) and will have to be reset. NAV 1 MEMORY will automatically be selected. 6. ID-VOX-T SWITCH - In ID position, station identifier signal is audible; in VOX (Voice) position, identifier signal is suppressed; in T (Momentary On) position, the self-test function is selected, and the AP/CPLD annunciator illuminates amber and the XMIT annunciator illuminates green. 7. NAVIGATION RECEIVER FREQUENCY SELECTORS - Outer knob changes NAV frequency in 1-MHz steps between 108 and 117 MHz; inner knob changes NAV frequency in .05-MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel. —- - Figure 1. Cessna 400 Nay/Corn (Type RT-485A), Operating Controls and Indicators (Sheet 2 of 4) 11 September 1981 r \,.- 38 CESSNA 400 NAV/COM (TYPE RT-485A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 8. 9. 10. 11. amber AUTOPILOT COUPLED ANNUNCIATOR (API CPLD) Illuminates converter when a 400B or 400B IFCS autopilot is coupled to NAV VOR/LOC output, (non-operational with 200A and 300A autopilots). - NAV VOLUME CONTROL (VOL) - Adjusts volume of navigation receiver audio. to activate SQUELCH CONTROL Used to adjust signal threshold necessary (decreases COM receiver audio. Clockwise rotation increases background noise squelch action): counterclockwise rotation decreases background noise. - TRANSMIT ANNUNCIATOR (XMIT) output is normal while mike is keyed. - Illuminates green when transmitter NOTE Due to limited antenna isolation and production tolerances, the Transmit Annunciator on both Nay/Coma on dual installations may be illuminated when one transmitter is keyed. 12. 13. 14. Outer knob COMMUNICATION RECEIVER FREQUENCY SELECTORS inner knob changes COM frequency in 1-MHz steps between 118 and 135 MHz; or between changes COM frequency in .05 MHz steps between .025 and .975 MHz .000 and .950 MHz depending on selection of C button. - OFF switch and COM OFF-VOLUME CONTROL (OFF-VOL) Combination ONI of COM receiver volume controls and set on Nav/Com turns control; volume audio. - with BACK-COURSE LAMP (BC) Amber light illuminates when an autopilot backautopilot’s or switch sense reverse and the installed is feature sense reverse frequency; course function is engaged and receiver is tuned to a localizer available indicates course deviation pointer is reversed. BC light dimming is only lights when installed with an audio control panel incorporating the annunciator DAY/NITE selector switch. - Indicatea selected VOR COURSE. 15. COURSE INDEX 16. Indicates course deviation from selected COURSE DEVIATION POINTER omni course or localizer centerline. 17. 18. 19. - - glide GLIDE SLOPE “GS” FLAG When visible, red GS flag indicates unreliable a reliable slope signal or improperly operatingequipment. Flag disappears when glide slope signal is being received. - GLIDE SLOPE DEVIATION POINTER slope. - Indicates deviation from ILS glide signal. Red NAV/ TO-FROM INDI CATOR Operates only with a VOR or localizer signal. indi VOR usable With signal. unusable indicates (Flag) position NAV localizer cates whether selected VOR course is TO or FROM station. With usable signal, TO flag is in view. - Controls and Figure 1. Cessna 400 Nay! Corn (Type RT-485A), Operating 4) 3 of Indicators (Sheet ii September 1981 5 38 CESSNA 400 NAV/COM (TYPE RT-485A) 20. 21. PILOT’S OPERATING HANDBOOK SUPPLEMENT RECIPROCAL COURSE INDEX Indicates reciprocal of selected VOR course . AUTOMATIC RADIAL CENTERING (ARC) PUSH -TO/PU LL-FR SELECTOR In center detent, functions as conventional OBS. Pushed to inner (Momentary On) position, rotates OBS course card to center course deviation pointer with a TO flag, then returns to conventional OBS selection. Pulled to outer detent, continu ously drives OBS course card to indicat e bearing from VOR station, keeping course deviation pointer centered, with a FROM flag. ARC function will not operate on localizer frequencies. - - NOTE 22. Engaging either Automatic Radial Center ing (ARC) functions will alter the airplane’s course anytime the autopilot is engaged and coupled to the associated Nay when tuned to a VOR frequency. AUTOMATIC RADIAL CENTERING (ARC) LAMP Amber light illuminates when Automatic Radial Centering is in use. ARC light dimming is only available when installed with an audio control panel incorporating the annunciator lights, DAY/NITE selecter switch. - 23. OBS COURSE CARD 24. OMNI BEARING SELECTOR (OBS) radial. 25. - Indicates selected VOR course under course index. - Rotates course card to select desired VOR TO/FROM INDICATOR (TO/FR) Operates onlywith ausableVORorlocalizer signal. When white flag is in view, indicat es whether selected course is TO or FROM station. With usable localizer signal, TO flag is in view. - 26. NAV INDICATOR FLAG When in vtew, red NAV position (Flag) indicates the selected VOR or localizer signal is unusab le. - Figure 1. Cessna 400 Nay! Corn (Type RT-485A), Operating Controls and Indicators (Sheet 4 of 4) ii September 1981 38 CESSNA 400 NAV/COM (TYPE RT-485A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 4 NORMAL PROCEDURES PRESETTING NAV/COM FREQUENCIES IN MEMORY: 1. 2. 3. TURN ON; adjust to desired audio COM OFF! VOL CONTROL level. PRESS desired NAV or COM pushbut MEMORY 1 Pushbutton the memory bank of a forthcoming alert to 1 momentarily ton frequency to be stored. FREQUENCY SELECTORS MANUALLY ROTATE correspond ing NAV or COM frequency selectors (press C pushbutton as required to select the desired third fractional COM digit) until the desired frequency is shown in the operating frequency readout window. The frequency displayed will be automatically trans ferred into MEMORY;. -- -- - - NOTE Do not press the C pushbutton more than about 2 seconds while selecting fractional frequencies or you will activate the MEMORY test function. 4. REPEAT STEPS 2 and 3 using MEMORY 2 and 3 Pushbuttons next desired NAV or COM MEMORY to be stored. Up to 3 NAV and 3 COM frequencies may be stored for automatic recall frequency selection. -- NOTE The operating frequency set in the selected MEMORY position will automatically be changed in the MEMORY bank any time the operating frequency is manually changed. COMMUNICATION RECEIVER-TRANSMITTER OPERATION: TURN ON. COM OFF/VOL Control SET to desired 400 XMTR SEL Switch (on audio control panel) Nav/ Corn. 3.SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. 4. COM Frequency Selection SELECT desired operating frequency by either pressing a COM MEMORY 1,2 or 3 pushbutton to recall a preset frequency, or by manually selecting the desired operating frequency using the COM frequency selectors and C pushbutton. 1. 2. -- -- -- / --.. - - 11 September 1981 38 CESSNA 400 NAV/COM (TYPE RT-4$5A) 5. 6. 7. PILOT’S OPERATING HANDBOOK SUPPLEMENT VOL Control ADJUST to desired audio level. SQ Control ROTATE counterclockwise to just eliminate back ground noise. Mike Button: a. To Transmit DEPRESS and SPEAK into microphone. -- - - - - NOTE Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or PHONE position, or may be eliminated by placing the AUTO selector switch in the OFF position. Adjustment of sidetone on audio control panels supplied with three transmitters cannot be accomplished externally. How ever, audio control panels supplied with one or two trans mitters have sidetone adjustment pots that are accessible through the front of the audio control panel with a small, nonconductive screwdriver. b. c. f ‘ XMIT Annunciator Light CHECK ON (green light illumi nated). To Receive RELEASE mike button. -- - - 0 0 NAVIGATION OPERATION: 1. 2. COM OFF/VOL Control --TURN ON; adjust to desired audio level. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. NAV Frequency Selection-- SELECT desired operating frequency by either pressing a NAV MEMORY 1, 2 or 3 pushbutton to recall a preset frequency, or by using NAV frequency selectors. NAV VOL Control ADJUST to desired audio level. ID-VOX-T Switch: a. To Identify Station SET to ID to hear navigation station identifier signal. b. To Filter Out Station Identifier Signal SET to VOX to include filter in audio circuit. -- 3. 4. 5. -- -- - - 11 September 1981 38 CESSNA 400 NAV/COM (TYPE RT-485A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 6. ARC PUSH-TO/PULL-FROM Knob (If Applicable): PLACE in center detent and a. To Use As Conventional OBS select desired course. b. To Obtain Bearing TO VOR Station PUSH (ARC/PUSH-TO) knob to inner (Momentary On) position. - - -- NOTE ARC lamp will illuminate amber while the OBS course card is moving to center the course deviation pointer. After alignment has been achieved to reflect bearing TO VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out and the ARC knob to return to the center detent position and function as a normal OBS. c. To obtain Continuous Bearing FROM VOR Station (ARC/PULL-FR) knob to outer detent. - - PULL NOTE ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station. This system will continually drive to present the VOR radial the aircraft is on until manually returned to the center detent by the pilot. 7. CHECK ON (light is only opera AP/CPLD Annunciator Light tional if a 400B Autpilot or 400B IFCS is engaged), amber light illuminated. -- VOR SELF-TEST OPERATION: 1. 2. 3. 4. TURN ON. COM OFF/VOL Control NAV Frequency Selector Switches SELECT usable VOR station signal. SET for 0° course at course index; course deviation OBS Knob or deflects left or right, depending on bearing of centers pointer signal; NAV/TO-FROM indicator shows TO or FROM. deviation ID/VOX/T Switch--PRESS toTand HOLD at T; course and FROM shows indicator pointer centers, NAV/TO-FROM light. annunciators XMIT and CPLD API 11 September 1981 -- -- - - 9 38 CESSNA 400 NAV/COM (TYPE RT-485A) 5. PILOT’S OPERATING HANDBOOK SUPPLEMENT OBS Knob TURN to displace course approximately 100 to either side of 00 (while holding ID/VOX? T to T). Course deviation pointer deflects full scale in direction corresponding to course displac e ment. NAy/TO-FROM indicator shows FROM. - - NOTE When the 400 NAV/COM is coupled to the ANS-351C RNAV system the TEST operation is non-functional. Refer to the “Ground Check Procedures” in the Area Navigation System (Type ANS-351C) Supplement in this section to verify VOR operation of the CDI. 6. ID/VOXIT Switch--RELEASE for normal operation. NOTE This test does not fulfill the requirements of FAR 91.25. C) MEMORY TEST OPERATION: 1. C Pushbutton PUSH for about 2 seconds. Each COM and NAV MEMORY pushbutton (1,2 & 3) will illuminate white, in turn, with the corresponding preset frequency displayed. -- NOTE If the “keep-alive” circuit has not been interrupted, the MEMORY test will always start with the last COM MEMORY selected and cycle through the remaining COM and NAV preset frequencies. The MEMORY test will always stop on the last selected COM and NAV preset frequencies. C) 0 SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 11 September 1981 39 CESSNA 400 NAV/COM (TYPE RT-4853) PILOT’S OPERATING HANDBOOK SUPPLEMENT SUPPLEMENT CESSNA 400 NAV/COM (720-Channel - Type RT-485B) SECTION 1 GENERAL The Cessna 400 Nay! Corn (Type RT-485B), shown in Figure 1, consists of a panel-mounted receiver-transmitter and a single or dual-pointer remote 300 or 400 Series course deviation indicator. f The set includes a 720-channel VHF communications receivertransmitter and a 200-channel VHF navigation receiver, both of which may be operated simultaneously. The communications receiver-transmitter receives and transmits on frequencies between 118.000 and 135.975 MHz in 25-kHz steps. The navigation receiver receives omni and localizer signals between 108.00 and 11795 MHz in 50 kHz steps. The circuits required to interpret the omni and localizer signals are located in the course deviation indicator. Microprocessor frequency management provides storage for 3 preset NAV and 3 preset COM frequencies in MEMORY. A “keep-alive” voltage prevents loss of the preset frequencies when the Nay/Corn is turned off. Both the communications and navigation operating frequen cies are digitally displayed by LED readouts on the front panel of the Nay! Corn. A DME receiver-transmitter or a glide slope receiver, or both, may be interconnected with the Nav/ Corn set for automatic selection of the associated DME or glide slope frequency. When a VOR frequency is selected on the Nay! Corn, the associated VORTAC or VOR-DME station frequency will also be selected automatically; likewise, if a localizer frequency is selected, the associated glide slope frequency will be selected automatically. The 400 Nay! Corn is installed with either 300 or 400 Series course deviation indicators. The 400 Series Nay/Corn indicators incorporate Automatic Radial Centering and a Course Datum synchro as standard features. The 300 Series course deviation indicators do not incorporate a Course Datum synchro but are offered with, or without, Automatic Radial Centering. NOTE The Course Datum synchro incorporated in 400 Series 11 September 1981 1 of 12 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT course deviation indicators is only operational when coupled to a slaved directional gyro system which is coupled to a 400B Autopilot or Integrated Flight Control System (IFCS). Both the 300 and 400 Series course deviation indicators include either a single-pointer and related NAV flag for VOR/ LOC indication only, or dual pointers and related NAV and GS flags for both VOR/ LOC and glide slope indications. Both types of indicators incorporate a hack-course lamp (BC) which lights when back course (reversed sense) operation is selected. Indicators with Automatic Radial Centering will, when selected, automati cally indicate the bearing TO or FROM the VOR station. The Cessna 400 Nay! Com incorporates a variable threshold automatic squelch. With this squelch system, you set the threshold level for auto matic operation the further clockwise the lower the threshold or the more sensitive the set. When the signal is above this level, it is heard even if the noise is very close to the signal. Below this level, the squelch is fully automatic so when the background noise is very low, very weak signals (that are above the noise) are let through. For normal operation of the squelch circuit, just turn the squelch clockwise until noise is heard then back off slightly until it is quiet, and you will have automatic squelch with the lowest practical threshold. This adjustment should be rechecked periodically during each flight to assure optimum reception. - - - All controls for the Nav/Com, except the omni bearing selector (OBS) knob or automatic radial centering (ARC) knob, which is located on the course deviation indicator, are mounted on the front panel of the receivertransmitter. The audio control panels used in conjunction with this radio are shown and described in another supplement in this section. SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. C C. 11 September 1981 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT I 12 I 11 \ 10 \ 9 8 TYPICAL 300 SERIES INDICATORS 17 18 24 \ / / TYPICAL 400 SERIES INDICATORS Figure 1. Cessna 400 Nay! Corn (Type RT-48B), Operating Controls and Indicators (Sheet 1 of 4) 11 September 1981 3 39 CESSNA 400 NAV/COM (TYPE RT-485B) 1. PILOT’S OPERATING HANDBOOK SUPPLEMENT COM MEMORY 1,2 & 3 PUSHBUTTONS When a COM MEMORY pushbutton is pressed, the preset frequency will appear in the COM freque ncy window for use as the operating frequency. Three preset frequencies may be stored in MEMORY and selected as desired, by merely pressing the appropriate COM MEMORY pushbutton to recall the desired operating frequency. If electric al power to the set’s “keep alive”circuit has not been interrupted, upon turn-on, the set will automatically recall the last COM MEMORY frequency selected by a MEMORY pushbutton. If electrical power is removed from the set’s “keep-alive” circuit (such as radio removal or battery replacement) upon turn-on, all COM MEMORY circuits will display the lowest operating frequency (118.000 MHz) and will have to be reset. COM 1 MEMORY will automatically be selected. Pushbu tton light dimming is controlled by the RADIO light dimming rheostat knob. - 2. COM MEMORY BARS 1,2,3-When a COM MEMORY pushbutton is pressed, the corresponding memory bar is illuminated to indicate which COM MEMORY is in use. 3. COMMUNICATION OPERATING FREQUENCY READOUT Steady display indicates COM frequency in use. Blinking display indicat es a frequency selected prior to memory storing and not the frequency in use. Third decimal place (either 0 or 5) is not shown on display. - 4. 25/50 PUSHBUTTON Selects last illuminated decima l place on COM frequency in use. If last decimal place is 2 or 7, pressing 25/50 pushbu tton changes number to 5 or 0, respectively. If last decimal place is 5 or 0, pressin g 25/50 pushbutton changes number to 7 or 2, respectively. When the last illumin ated digit on the set is 2 or 7, the third digit on the set (not shown) will always be 5. When the last illuminated digit on the set is 0 or 5, the third digit on the set (not shown) will always be 0. 5. NAV MEMORY BARS 1,2,3 When a NAV MEMORY pushbu tton is pressed, the corresponding memory bar is illuminated to indicate which NAV MEMORY is in use. - - 6. NAVIGATION OPERATING FREQUENCY READOUT Steady display indi cates NAV frequency in use. Blinking display indicat es a frequency selected prior to memory storing and not the frequency in use. - 7. NAV MEMORY 1,2 & 3 PUSHBUTTONS When a NAV MEMORY pushbutton is pressed, the preset frequency will appear in the NAV frequency window for use as the operating frequency. Three preset frequencies maybe stored in MEMORY and selected as desired, by merely pressing the approp riate NAV MEMORY pushbut ton to recall the desired operating frequency. If electric al power to the set’s “keepalive” circuit has not been interrupted, upon turn-on , the set will automatically recall the last NAV MEMORY frequency selected by a MEMORY pushbutton. If electrical power is removed from the set’s “keep-alive” circuit (such as radio removal or battery replacement) upon turn-on, all NAV MEMORY circuits will display the lowest operating frequency (108.00 MHz) and will have to be reset. NAV 1 MEMORY will automatically be selected. Pushbu tton light dimming is controlled by the RADIO light dimming rheostat knob. - Figure 1. Cessna 400 Nay/Corn (Type RT-485B), Operating Controls and Indicators (Sheet 2 of 4) 11 September 1981 ( 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT 8. In the ID position, both voice transmission and station ID-VOX-T SWITCH identifier signal are heard over the selected navigation frequency; in the VOX (Voice) position, the identifier signal is suppressed and only the voice transmis sion is heard; in the T (TEST, Momentary ON) position, a test signal is sent to the CDI causing a 00 FROM bearing indication, the XMIT and API CPLD annunciators are illuminated, and the COM and NAV frequency displays show 188.88 with all memory bars illuminated. 9. NAVIGATION RECEIVER FREQUENCY SELECTORS Outer knob changes NAV frequency in 1-MHz steps between 108 and 117 MHz; inner knob changes NAV frequency in .05-MHz steps between .00 and .95 MHz; simultaneously selects paired glide slope frequency and DME channel. 10. AUTOPILOT COUPLED ANNUNCIATOR (API CPLD) Illuminates amber when a 400B or 400B IFCS autopilot is coupled to NAV VOR/ LOC converter output (nonoperational with 200A and 300A autopilots). 11. NAV VOLUME CONTROL (VOL) 12. SQUELCH CONTROL Used to adjust signal threshold necessary to activate COM receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise. 13. TRANSMIT ANNUNCIATOR (XMIT) output is normal while mike is keyed. 14. Outer knob COMMUNICATION RECEIVER FREQUENCY SELECTORS changes COM frequency in 1-MHz steps between 118 and 135 MHz; inner knob changes COM frequency in .05 MHz steps between .025 and .975 MHz or between .000 and .950 MHz depending on selection of 25/50 button. 15. COM OFF-VOLUME CONTROL (OFF-VOL) Combination ON/OFF switch and volume control; turns on NavI Com set and controls volume of COM receiver audio. 16. BACK-COURSE LAMP (BC) Amber light illuminates when an autopilot with reverse sense feature is installed and the reverse sense switch or autopilot’s backcourse function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed. BC light dimming is only available when installed with sn audio control panel incorporating the annunciator lights DAY/NITE selector switch. 17. COURSE INDEX 18. COURSE DEVIATION POINTER Indicates course deviation from selected omni course or locali2er centerline. 19. GLIDE SLOPE “GS” FLAG When visible, red GS flag indicates unreliable glide slope signal or improperly operating equipment. Flag disappears when a reliable glide slope signal is being received. 20. GLIDE SLOPE DEVIATION POINTER Indicates deviation from ILS glide slope. - - - - Adjusts volume of navigation receiver audio. - - Illuminates green when trsnsmitter - - - - Indicates selected VOR COURSE. - - - Figure 1. Cessna 400 Nay! Corn (Type RT-485B), Operating Controls and Indicators (Sheet 3 of 4) 11 Septernber 1981 5 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT 21. NAy/TO-FROM INDICATOR - Operates onlywithaVORorlocalizersignal.Red NAV position (Flag) indicates unusable signal. With usable VOR signal, mdi cates whether selected VOR course is TO or FROM station. With usable localizer signal, TO flag is in view. 22. RECIPROCAL COURSE INDEX 23. AUTOMATIC RADIAL CENTERING (ARC) PUSH-TO/PULL-FR SELECTOR In center detent, functions as conventional OBS. Pushed to inner (Momentary On) position, rotates OBS course card to center course deviation pointer with a TO flag, then returns to conventional OBS operation. Pulled to outer detent, continu ously drives OBS course card to indicate bearing from VOR station, keeping course deviation pointer centered, with a FROM flag. ARC function will not operate on localtzer frequencies. - Indicates reciprocal of selected VOR course. - NOTE Engaging either Automatic Radial Centering (ARC) functions will alter the airplane’s course anytime the auteptlnt is engaged and coupled to the associated Nay when tuned to a VOR frequency. 24. AUTOMATIC RADIAL CENTERING (ARC) LAMP Amber light illuminates when Automatic Radial Centering is in use. ARC light dlinmingis only available when installed with an audio control panel incorporating the annunciatnr lights, DAY/NITE selector switch. 25. OBS COURSE CARD 28. OMNI BEARING SELECTOR (OBS) radial. 27. TO/FROM INDICATOR (TO/FR) Operates only with ausableVORorlocaltzer signal. When white flag is in view, indicates whether selected course is TO or FROM station. With usable localizer signal, TO flag is in view. 28. NAV INDICATOR FLAG When in view, red NAV position (Flag) indicates the selected VOR or localizer signal is unusable. - - Indicates selected VOR course under course index. - Rotates course card to select desired VOR - - Figure 1. Cessna 400 Nay/Corn (Type RT-485B), Operating Controls and Indicators (Sheet 4 of 4) 11 September 1981 \ 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES this There is no change to the airplane emergency procedures when fail, the ts readou ncy freque the er, if Howev d. installe is ent avionic equipm obtaining a frequency controls should not be moved due to the difficulty of onal operati remain will radio The ion. condit this under ncy known freque may RY MEMO in ncies freque preset on the last frequency selected, and the tton. pushbu RY MEMO riate approp the g pressin d by be selecte SECTION 4 NORMAL PROCEDURES SELECTING A NEW NAV/COM ACTIVE FREQUENCY: 1. 2. 3. TURN ON; adjust to desired audio COM OFF/VOL CONTROL level. ond FREQUENCY SELECTORS MANUALLY ROTATE corresp as ing NAV or COM frequency selectors (press 25/50 pushbutton the until digit) COM nal fractio third desired the required to select . The desired frequency is shown in the frequency readout window the that ing indicat s, second 8 imately approx display blinks for selected frequency is ready for storage in memory. PRESS the active frequency MEMORY 1, 2, 3 Pushbuttons y bar. The memory button as indicated by the illuminated memor the new that ing indicat g, blinkin stops display immediately s the new frequency is stored in the active memory, and display d. active frequency. The original active frequency is replace - - - -- NOTE If a memory button is not pressed, the display stops the blinking after approximately 8 seconds and returns to ncy. freque active l origina 11 September 1981 7 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT PRESELECTING AND STORING NAV/C OM FREQUENCIES IN MEMORY: 1. COM OFF/VOL CONTROL TURN ON; adjust to desired audio level. FREQUENCY SELECTORS --MANUALLY ROTA TE correspond ing NAV or COM frequency selectors (pres s 25/50 pushbutton as required to select the desired third fract ional COM digit) until the desired frequency is shown in the frequency readout window. The display blinks for approximately $ second s, indicating that the selected frequency is ready for storage in memory. MEMORY 1,2,3 Pushbuttons --PRESS the mem ory pushbutton of one of the NAV or COM memories not in use. The display imme diately stops blinking, and displays the new frequency forl second to indicate that it is now stored in the selecte d memory. The display then reverts to indicating the active frequ ency. MEMORY 1, 2, 3 Pushbuttons REPEAT STEPS 2 and 3 to store another frequency in the second NAV or COM memory not in use. -- 2. 3. 4. -- NOTE This presetting sequence does not affect communication and/or navigation operation on the original active fre quency. RECALLING A STORED FREQUENCY: 1. MEMORY 1, 2, 3 Pushbuttons SELECT and PRESS the desired NAV or COM memory button, and observe the following: a. Frequency in selected memory becom es the active frequency. b. Frequency readout window indicates new active frequency. c. Corresponding memory bar indicates selected memory. -- COMMUNICATION RECEIVER-TRANSMITT ER OPERATION: 1. 2. 4. COM OFF/VOL Control TURN ON. XMTR SEL Switch (on audio control panel) SET to desired 400 Nav/ Corn. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. COM Frequency Selection --SELECT desir ed operating frequency by either pressing a COM MEMORY 1,2 or 3 pushbutton to recall a preset frequency, or by manually selec ting the desired operating frequency using the COM frequency selec tors and 25/50 pushbut ton. 5. VOL Control -- -- 3. -- -- ADJUST to desired audio level. 11 September 1981 39 CESSNA 400 NAV/COM (TYPE RT-485B) PILOT’S OPERATING HANDBOOK SUPPLEMENT 6. 7. ROTATE counterclockwise to just eliminate back SQ Control ground noise. Mike Button: DEPRESS and SPEAK into microphone. a. To Transmit NOTE - - - - Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or PHONE position, or may be eliminated by placing the AUTO selector switch in the OFF position. Adjustment of sidetone on audio control panels supplied with three transmitters cannot be accomplished externally. How ever, audio control panels supplied with one or two trans mitters have sidetone adjustment pots that are accessible through the front of the audio control panel with a small, nonconductive screwdriver. CHECK ON (green light illumi b. XMIT Annunciator Light nated). RELEASE mike button. c. To Receive -- -- NAVIGATION OPERATION: 1. 2. 3. 4. 5. COM OFF/VOL Control TURN ON; adjust to desired audio level. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. NAV Frequency Selection SELECT desired operating frequency by either pressing a NAV MEMORY 1,2 or 3 pushbutton to recall a preset frequency, or by using NAV frequency selectors. ADJUST to desired audio level. NAV VOL Control ID-VOX-T Switch: SET to ID to hear navigation station a. To Identify Station identifier signal. b. To Filter Out Station Identifier Signal SET to VOX to include filter in audio circuit. -- -- -- -- -- - 11 September 1981 - 9 39 CESSNA 400 NAV/COM (TYPE RT-485B) 6. PILOT’S OPERATING HANDBOOK SUPPLEMENT ARC PUSH-TO/PULL-FROM Knob (If Applicable): a. To Use As Conventional OBS PLACE in center detent and select desired course. b. To Obtain Bearing TO VOR Station PUSH (ARC/PUSH -TO) knob to inner (Momentary On) position. -- -- NOTE ARC lamp will illuminate amber while the OBS course card is moving to center the course deviation pointer. After alignment has been achieved to reflect bearing TO VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out and the ARC knob to return to the center detent position and function as a normal OBS. c. To obtain Continuous Bearing FROM VOR Station (ARC/PULL-FR) knob to outer detent. -- PULL NOTE ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station. This system will continually drive to present the VOR radial the aircraft is on until manually returned to the center detent by the pilot. 7. AP/CPLD Annunciator Light CHECK ON (light is only opera tional if a 400B Autopilot or 400B IFCS is engaged), amber light illuminated. -- VOR SELF-TEST OPERATION: 1. 2. 3. 4. 5. COM OFF/VOL Control TURN ON. NAV Frequency Selector Switches SELECT usable VOR station signal. OBS Knob SET for 00 course at course index; course deviation pointer centers or deflects left or right, depending on bearing of signal; NAV/TO-FROM indicator shows TO or FROM. ID/VOX/T Switch PRESS to T and HOLD at T; course deviation pointer centers, NAV/TO-FROM indicator shows FROM, AP/CPLD and XMIT annunciators are iiluminated and the COM and NAV displays show 188.88 with all memory bars illumin ated. OBS Knob TURN to displace course approximately 10° to either side of 0° (while holding ID/ VOX/T to T). Course deviation pointer deflects full scale in direction corresponding to course displac e ment. -- -- -- -- - - 11 September 1981 39 PILOT’S OPERATING HANDBOOK SUPPLEMENT 6. 7. 8. CESSNA 400 NAV/COM (TYPE RT-485B) OBS Knob SET for 1800 course at course index, course deviation pointer centers or deflects left or right, depending on bearing of signal. NAy/TO-FROM indicator shows FROM or TO. on ID! VOX/T Switch PRESS to T and HOLD at T; course deviati pointer centers, NAy/TO-FROM indicator shows TO, AP/CPLD and XMIT annunciators are illuminated and the COM and NAV displays show 188.88 with all memory bars illuminated. OBS Knob TURN to displace course approximately 10° to either side of 180° (while holding ID/VOX/T to T). Course deviation pointer deflects full scale in direction corresponding to course displacement. - - -- - - NOTE When the 400 NAV/COM is coupled to the ANS-351C RNAV system the TEST operation is non-functional. Refer to the “Ground Check Procedures” in the Area Navigation System (Type ANS-351C) Supplement in this section to verify VOR operation of the CDI. 9. ID/VOX/T Switch -- RELEASE for normal operation. NOTE This test does not fulfill the requirements of FAR 91.25. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic ed equipment is installed. However, the installation of an externally mount minor a in result will as, l antenn externa related l severa a antenn or reduction in cruise performance. 11 September 1981 11/(12 blank) 0000 3 40 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) SUPPLEMENT CESSNA 400 NAV/COM (Type RT-485A) WITH CESSNA 400 AREA NAVIGATION SYSTEM (Type RN-478A) SECTION 1 GENERAL The Cessna 400 Nay/Corn (Type RT-485A) Set with Cessna 400 Area Navigation (RNAV-Type RN-478A) consists of a RT-485A Nay/Corn, a 476A DME system, a RN-478A Area Navigation Computer and a Course Deviation Indicator, with or without, the optional Automatic Radial Centering (ARC) feature. The RN-478A includes circuits which combine the VOR navigation information with distance information from the R 476A DME system to provide data for area navigation. Operating informa tion for the communication set and for VOR/localizer navigation is presented in this supplement. Operating information for area navigation and for DME is presented in separate supplements. Microprocessor frequency management provides storage for 3 preset NAV and 3 preset COM frequencies in MEMORY. A “keep-alive” voltage prevents loss of the preset frequencies when the NAV/COM Switch, Avionics Power Switch, or Master Switch is turned OFF. The RT-485A Receiver-Transmitter includes a 720-channel VHF com munication receiver-transmitter which receives and transmits signals between 118.000 MHz and 135.975 MHz in 25-kHz steps. It also includes a 200-channel VHF navigation receiver which receives VOR and localizer signals between 108.00 MHz and 117.95 MHz in 50-kHz steps. The communi cation receiver-transmitter and the navigation receiver can be operated simultaneously. The VOR or localizer signal from the No. 2 Navigation Receiver is 11 September 1981 1 of 10 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT applied to the converter circuits in the RN-478A Area Navigation Compu ter. The converter processes the received navigation signal to provide omni bearing or localizer information for display by the course indicator. () CAUTION If the RNAV set is removed from the airplane or becomes inoperative, the associated VHF navigation indicator will be inoperative. The course indicator includes a Course Deviation Indicator (CDI), an Omni Bearing Selector (OBS) or Automatic Radial Centering (ARC) knob, and OFF (or NAV)/To-From Indicator Flags. It also includes an RNAV lamp (RN) which lights when area navigation operation is selected, and a back-course lamp (BC) which lights when back-course operation is selected. The IN-442AR is offered as the standard Course Deviation Indicator and an optional IN-1048AC or IN-1049AC Course Deviation Indicator is also offered when Automatic Radial Centering (ARC) is desired. When the optional IN-1048AC Course Deviation Indicator is installed, an Automatic Radial Centering lamp (ARC) is incorporated in the CDI to alert the pilot that the Automatic Radial Centering feature has been selected. NOTE The IN-442AR Course Deviation Indicator does not incor porate synchro circuits for Course Datum. The IN-1048AC and IN-1049AC optional Course Deviation Indicators incorporate Course Datum synchro circuits as standard equipment but Course Datum is only operational when coupled to a slaved directional gyro system which is coupled to a 400B Autopilot or Integrated Flight Control System. fD All operating controls and indicators for the Cessna 400 Nay! Corn are included on the front panel of the RT-485A Receiver-Transmitter and the associated Course Deviation Indicator. These controls and indicators are shown and described in Figure 1. Operating controls for the RN-478A Area Navigation Computer, which are used for area navigation, and operating controls for the associated Type R-476A DME are shown in the appropriate supplements in this manual. Operating controls for the audio control panels used in conjunction with this radio are shown and described in another supplement in this section. SECTION 2 LIMITATIONS Q There is no change to the airplane limitations when this avionic equipment is installed. ii September 1981 40 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) 1 IN-442AR STANDARD VOR/LOC CDI WITHOUT AUTOMATIC RADIAL CENTERING IN-1048AC OPTIONAL VOR/LOC CDI WITH AUTOMATIC RADIAL CENTERING IN-1049AC OPTIONAL VOR/IOC/ILS CDI WITH AUTOMATIC RADIAL CENTERING Figure 1. ors Cessna 400 Nay/Corn Set, Operating Controls and Indicat 4) (Sheet 1 of 11 September 1981 3 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) 1. PILOT’S OPERATING HANDBOOK SUPPLEMENT COMM MEMORY 1,2 & 3 PUSHBUTTONS When a COM MEMORY pushbutton is pressed, the preset selected frequency will appear in the COM frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushbutton. Three preset frequencies may be stored in MEMORY and selected as desired, by merely pressing the appropriate COM MEMORY pushbutton to recall the desired operating frequency. If electrical power to the set’s “keep-alive” circuit has not been interrupted, upon turn-on, the set will automatically recall the last COM MEMORY frequency selected by the MEMORY pushbutton. If electrical power is removed from the set’s “keepalive” circuit (such as radio removal or battery replacement) for more than 15 seconds, upon turn-on, all COM MEMORY circuits will display the lowest operati ng frequency (118.000 MHz) and will have to be reset. COM 1 MEMORY will automatically be selected. - 2, COMMUNICATION OPERATING FREQUENC Y READOUT frequency in use. Third decimal place not shown . - Indicates COM 3. CYCLE BUTTON (C) Selects last illuminated decimal place on COM freque ncy in use. If last decimal place is 2 or?, pressing C pushbu tton changes number to 5 or 0, respectively. If last decimal place is 5 or 0. pressing C pushbutton changes number to? or 2, respectively. When the last illumin ated digit on the set is 2 or?, the third digit on the set (not shown) will always be 5. When the last illuminated digit on the set isO or 5, the third digit on the set (not shown) will always be 0. Also provides test function by holding C pushbutton pressed formore than 1.7 seconds. This lights each COM and NAV MEMORY pushbu tton in turn, and displays the corresponding preset frequency in MEMORY. 4. NAVIGATION OPERATING FREQUENC Y READOUT quency in use. 5. - - Indicates NAV fre NAV MEMORY 1,2 & 3 PUSHBUTTONS When a NAV MEMORY pushbutton is pressed, the preset selected frequency will appear in the NAV frequency window for use as the selected operating frequency. Each pushbutton will illuminate white when pressed and the light will go out on the previously selected pushbut ton. Three preset frequencies may be stored in MEMO RY and selected as desired, by merely pressing the appropriate NAV MEMO RY pushbutton to recall the desired operating frequency. If electrical power to the set’s “keep-alive” circuit has not been interrupted, upon turn-on, the set will automatically recall the last NAV MEMORY frequency selected by the MEMO RY pushbutton. If electrical power is removed from the set’s “keep-alive” circuit (such as radio removal or battery replacement) for more than 15 second s, upon turn-on, all NAV MEMORY circuits will display the lowest operating freque ncy (108.00 MHz) and will have to be reset. NAV 1 MEMORY will autematically be selected. - 6. ID-VOX-T SWITCH In ID position, station identifier signal is audibl e; in VOX (Voice) position, identifier signal is suppressed; in T (Momentary On) position, the self-test function is selected, and the AP/CP LD annunciator illuminates amber and the XMIT annunciator illuminates green. - C Figure 1. Cessna 400 Nay/Corn Set, Operating Controls and Indicators (Sheet 2 of 4) 11 September 1981 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 7. Outer knob changes NAVIGATION RECEIVER FREQUENCY SELECTORS NAV frequency in 1-MHz steps between 108 and 117 MHz: inner knob changes NAV frequency in .05-MHz steps between .00 and .95 MHz: simultaneously selects paired glide slope frequency and DME channel. 8. Illuminates amber AUTOPILOT COUPLED ANNUNCIATOR (API CPLD) when a 40DB or 40DB IFCS autopilot is coupled to NAV VOR/LOC converter output (non-operational with 200A and 300A autopilots). 9. SlAV VOLUME CONTROL (VOL) - - - Adjusts volume of navigation receiver audio. 10. Used to adjust signal threshold necessary to activate SQUELCH CONTROL COM receiver audio. Clockwise rotation increases background noise (decreases squelch action); counterclockwise rotation decreases background noise 11. TRANSMIT ANNUNCIATOR (XMIT) output is normal while mike is keyed. NOTE - - Illuminates green when transmitter Due to limited antenna isolation and production tolerances, the Transmit Annunciator on both NavlComs on dual installations may be illuminated when one transmitter is keyed. 12. Outer knob COMMUNICATION RECEIVER FREQUENCY SELECTORS changes COM frequency in 1-MHz steps between 118 and 135 MHz; inner knob changes COM frequency in .05 MHz steps between .025 and .975 MHz or between .000 and .950 MHz depending en setting of C button. 13. Combination ONI OFF switch and COM OFF-VOLUME CONTROL (OFF-VOL) volume control; turns on NavlCom set and controls volume of COM receiver audio. 14. OBS COURSE CARD iS. Amber light illuminates when an autopilot with BACK-COURSE LAMP (BC) reverse sense feature is installed and the reverse sense switch or autopilot’s backcourse function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reversed. BC light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAYINITE selector switch. 16. AREA NAV LAMP (RN) When green light is illuminated, indicates that RNAV operation is selected. RN light dimming is only available when installed with an audio control panel incorporating the annunciator lights DAYINITE selector switch. 17. Rotates OBS course card (14) to select OMNI BEARING SELECTOR (OBS) desired bearing to or from a VOR station or to a selected RNAV waypoint. 18. RECIPROCAL COURSE INDEX course. - - - Indicates selected VOR course under course index. - - - Figure 1. - Indicates reciprocal of selected VOR orRNAV Cessna 400 Nay/Corn Set, Operating Controls and Indicators (Sheet 3 of 4) 11 September 1981 5 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 19. OFF/TO-FROM INDICATOR Operates only with VOR, localizer or RNAV signal. OFF position (flag) indicates unusable signal. With usable VOR signal, when OFF position disappears, indicates whether selected course TO is or FROM station or waypoint. With usable localizer signal, TO flag is in view. 20. COURSE DEVIATION POINTER Indicates course deviation from selected VOR or RNAV course or localizer centerline. 21. COURSE INDEX 22. AUTOMATIC RADIAL CENTERING (ARC PUSH-TO/PULL-FR) SELECTOR In center detent, functions as conventional OBS. Pushed to inner (Momentary On) position, turns OBS course card (14) to center course deviation pointer (20) with a TO flag (25), then returns to conventional OBS selection. Pulled to outer detent, continuously drives OBS course card (14) to indicate bearing from VOR station, keeping course deviation pointer (20) centered, with a FROM flag (25). ARC function will not operate on localizer frequencies. - — - - Indicates selected VOR or RNAV course (bearing). - - NOTE Engaging either Automatic Radial Centering (ARC) functions will alter the airplane’s course anytime the autopilot is engaged and coupled to the associated Nay when tuned to a VOR frequency. 23. NAV INDICATOR FLAG When in view, red NAV position (Flag) indicates the setected VOR or localizer signal is unusable. 24. AUTOMATIC RADIAL CENTERING (ARC) LAMP Amber light illuminates when Automatic Radial Centering is in use. ARC light dimming is only available when installed with an audio control panel incorporating the annunciator lights. DAY/NITE selector switch. - - 25. INDICATOR (TO/FR) Operates only with a usable VOR, localizer or RNAV signal. When white flag is in view, indicates whether selected course is TO or FROM station. With usable localizer signal, TO flag is in view. 26. GLIDE SLOPE DEVIATION POINTER Indicates deviation from ILS glide slope. 27. GLIDE SLOPE “GS’ FLAG When visible, red OS flag indicates unreliable glide slope signal or improperly operating equipment. Flag disappears when a reliable glide slope signal is being receiver. - - - 0 Figure 1. Cessna 400 Nay! Corn Set, Operating Controls and Indicators (Sheet 4 of 4) 11 September 1981 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES this There is no change to the airplane emergency procedures when the fail, ts readou ncy freque the if er, Howev d. avionic equipment is installe lty of obtaining a frequency controls should not be moved due to the difficu operational known frequency under this condition. The radio will remain MEMORY may on the last frequency selected, and the preset frequencies in be selected by pressing the appropriate MEMORY pushbutton. SECTION 4 NORMAL PROCEDURES RY: PRESETTING NAV/COM FREQUENCIES IN MEMO 1. 2. 3. TURN ON; adjust to desired audio COM OFF/VOL CONTROL level. PRESS desired NAV or COM pushbut MEMORY 1 Pushbutton the memory bank of a forthcoming alert to tarily ton 1 momen frequency to be stored. TE correspond FREQUENCY SELECTORS MANUALLY ROTA pushbutton as C (press rs selecto ing NAV or COM frequency digit) until the COM nal fractio third desired the select to d require ncy readout freque ng operati the in desired frequency is shown tically trans automa be will ed display ncy freque The . window ferred into MEMORY 1. -- -- - - NOTE s Do not press the C pushbutton more than about 2 second activate while selecting fractional frequencies or you will the MEMORY test function. 4. and 3 using next MEMORY 2 and 3 Pushbutton REPEAT STEPS 2 to 3 NAV and 3 Up stored. be desired NAV or COM MEMORY to frequency recall tic automa for stored be may ncies COM freque selection. - - NOTE MEMORY The operating frequency set in the selected memory in the d change be tically automa will n positio lly manua is ncy freque ng bank anytime the operati changed. 11 September 1981 7 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT COMMUNICATIONS OPERATION: 1. 2. COM OFF/VOL Control TURN ON. XMTR SEL Switch (on audio control pane l) SET to No. 2 400 Nay! Corn. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. COM Frequency Selection SELECT desired operating frequency by either pressing a COM MEMORY 1, 2 or 3 pushbutton to recall a preset frequency, or by manually selecting the desired operating frequency using the COM frequency selec tors and C pushbutton. VOL Control ADJUST to desired audio level. SQ Control ROTATE counterclockwise to just elim inate back ground noise. Mike Button: a. To Transmit DEPRESS and SPEAK into micropho ne. -- (Th) -- 3. -- 4. 5. 6. 7. -- -- -- -- NOTE Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or PHONE position, or may be eliminate d by placing the AUTO selector switch in the OFF position. Adjustment of sidetone on audio control panels supp lied with three transmitters cannot be accomplished exter nally. How ever, audio control panels supplied with one or two trans mitters have sidetone adjustment pots that are accessible through the front of the audio control pane l with a small, nonconductive screwdriver. b. c. C) XMIT Annunciator Light CHECK ON (green light illumi nated). To Receive RELEASE mike button. -- -- 0 0 11 September 1981 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT NAVIGATION OPERATION: C 1. 2. 3. 4. 5. COM OFF/VOL Control--TURN ON; adjust to desired audio level. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. NAV Frequency Selection SELECT desired operating frequency by either pressing a NAV MEMORY 1, 2 or 3 pushbutton to recall a preset frequency, or by using NAV frequency selectors. -- -- ADJUST to desired audio level. NAV VOL Control ID-VOX-T Switch: SET to ID to hear navigation station a. To Identify Station identifier signal. b. To Filter Out Station Identifier Signal-- SET to VOX to include filter in audio circuit. ARC PUSH-TO/PULL-FROM Knob (If Applicable): PLACE in center detent and a. To Use As Conventional OBS select desired course. PUSH knob to inner b. To Obtain Bearing TO VOR Station (Momentary On) position. -- -- 6. -- -- NOTE ARC lamp will illuminate amber while the OBS course card is moving to center the course deviation pointer. After alignment has been achieved to reflect bearing TO VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out and the ARC knob to return to center detent position and function as a normal OBS. c. To obtain Continuous Bearing FROM VOR Station (ARC/PULL-FR) knob to outer detent. -- PULL NOTE ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station. This system will continually drive to present the VOR radial the aircraft is on until manually returned to the center detent by the pilot. 7. CHECK ON (light is only opera AP/CPLD Annunciator Light tional if a 400B Autopilot or 400B IFCS is engaged), amber light illuminated. 11 September 1981 -- 40 CESSNA 400 NAV/COM (RT-485A) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT VOR SELF-TEST OPERATION: 1. 2. 3. 4. 5. 6. COM OFF/VOL Control TURN ON. 1 NAV Frequency Selector Switches SELECT usable VOR station signal. OBS Knob SET for 00 course at course index; course deviation pointer centers or deflects left or right, depending on bearing of signal; NAy! TO-FROM indicator shows TO or FROM. ID/VOX/T Switch PRESS to T and HOLD at T; course deviation pointer centers, NAy/TO-FROM indicator shows FROM and AP/CPLD and XMIT annunciators light. OBS Knob TURN to displace course approximately 10° to either side of 0° (while holding ID! VOX/ T to T). Course deviation pointer deflects full scale in direction corresponding to course displace ment. NAy/TO-FROM indicator shows FROM. ID/VOX/T Switch RELEASE for normal operation. -- -- - - -- -- -- CD NOTE This test does not fulfill the requirements of FAR 91.25. MEMORY TEST OPERATION: 1. C Pushbutton PUSH for about 2 seconds. Each COM and NAV MEMORY pushbutton (1,2 & 3) will illuminate white, in turn, with the corresponding preset frequency displayed. -- NOTE If the “keep-alive” circuit has not been interrupted, the MEMORY test will always start with the last COM MEMORY selected and cycle through the remaining COM and NAV preset frequencies. The MEMORY test will always stop on the last selected COM and NAV preset frequencies. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 10 11 September 1981 41 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) SUPPLEMENT CESSNA 400 NAV/COM (Type RT-485B) WITH CESSNA 400 AREA NAVIGATION SYSTEM (Type RN-478A) SECTION 1 GENERAL i ) ( ‘ 400 Area The Cessna 400 Nay! Corn (Type RT-485B) Set with Cessna aB Com, Nay! 5B RT-48 a of ts consis 8A) RN-47 -Type Navigation (RNAV Course a and ter Compu tion 476A DM1 system, a RN-478A Area Naviga Automatic Radial Deviation Indicator, with or without, the optional s which combine circuit s include 8A Centering (ARC) feature. The RN-47 from the H ation inform e distanc with ation inform tion naviga the VOR informa ing Operat tion. naviga area 476A DME system to provide data for navigation is r ocalize VOR/l for and set n nicatio commu the for tion area navigation presented in this supplement. Operating information for Microprocessor ments. supple te separa in ted presen is DM1 for and and 3 preset frequency management provides storage for 3 preset NAV ts loss of the preven voltage alive” “keepA RY. MEMO in ncies freque COM Switch, Power cs Avioni , Switch OM preset frequencies when the NAV/C or Master Switch is turned OFF. VHF com The RT-485B Receiver-Transmitter includes a 720-channel on fre its transm and s receive which mitter munication receiver-trans It also steps. z 25-kH in quencies between 118.000 MHz and 135.975 MHz and VOR s receive which r receive tion naviga VHF annel includes a 200-ch The steps. z 50-kH in MHz localizer signals between 108.00 MHz and 117.95 receiver can be communication receiver-transmitter and the navigation operated simultaneously. Receiver is The VOR or localizer signal from the No. 2 Navigation 11 September 1981 1 of 12 CESSNA 400 NAVICOM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT applied to the converter circuits in the RN-47 8A Area Navigation Compu ter. The converter processes the recei ved navigation signal to provide omni bearing or localizer information for disp lay by the course indicator. CAUTION If the RNAV set is removed from the airpl ane or becomes inoperative, the associated VHF navigatio n indicator will be inoperative. The course indicator includes a Course Deviation Indicator (CDI), an Omni Bearing Selector COBS) or Automati c Radial Centering (ARC) knob, and OFF (or NAV)/To-From Indicator Flag s. It also includes an RNAV lamp (RN) which lights when area navi gation operation is selected, and a back-course lamp (BC) which lights when back-course operation is selected. The IN-442AR is offered as the standard Course Deviation Indicator and an optional IN-1048AC or IN-1049AC Course Deviation Indicator is also offered when Automati c Radial Centering (ARC) is desired. When the optional IN-1O4SAC Course Deviation indicator is installed, an Automatic Radial Centering lamp (ARC) is incorporated in the CDI to alert the pilot that the Automati c Radial Cente;ing feature has been selected. NOTE The IN-442AR Course Deviation Indicator does not incor porate synchro circuits for Course Datum. The IN-1048AC and IN-1049AC optional Course Deviation Indicators incorporate Course Datum synchro circu its as standard equipment but Course Datum is only oper ational when coupled to a slaved directional gyro system which is coupled to a 400B Autopilot or Integrated Flight Control System. All operating controls and indicators for the Cessna 400 Nay! Corn are included on the front panel of the RT-48 5B Receiver-Transmitter and the associated Course Deviation Indicator. These controls and indicators are shown and described in Figure 1. Oper ating controls for the RN-47$A Area Navigation Computer, which are used for area navigation, and operating controls for the associated Type R-476A DME are shown in the appropriate supplements in this manual. Operating controls for the audio control panels used in conjunction with this radio are shown and described in another supplement in this section. 11 September 1981 ) 41 CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 12 16 11 10 17 20 21 IN-442AR STANDARD VOR/LOC CDI WITHOUT AUTOMATIC RADIAL CENTERING IN-1048AC OPTIONAL VOR/LOC CDI WITH AUTOMATIC RADIAL CENTERING IN-1049AC OPTIONAL VOR/LOC/ILS CDI WITH AUTOMATIC RADIAL CENTERING Figure 1. Cessna 400 Nay! Corn Set, Operating Controls and Indicators (Sheet 1 of 4) 11 September 1981 3 41 CESSNA 400 NAV/ COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) 1. PILOT’S OPERATING HANDBOOK SUPPLEMENT COM MEMORY 1,2 & 3 PUSHBUTTONS When a COM MEMORY pushbutton is pressed, the preset frequency will appear in the COM frequency window for use as the operating frequency. Three preset frequencies may be stored in MEMORY and selected as desired, by merely pressing the appropriate COM MEMORY pushbut ton to recall the desired operating frequency. If electrical power to the set’s “keep alive”circuit has not been interrupted, upon turn-on, the set will automatically recall the last COM MEMORY frequency selected by a MEMORY pushbutton. If electrical power is removed from the set’s “keep-alive” circuit (such as radio removal or battery replacement) upon turn-on, all COM MEMORY circuits will display the lowest operating frequency (118.000 MHz) aod will have to be reset. COM 1 MEMORY will automatically be selected. Pushbutton light dimming is controlled by the RADIO light dimming rheostat knob. - 2. COM MEMORY BARS 1,2,3 When a COM MEMORY pushbutton is pressed, the corresponding memory bar is illuminated to iodicate which COM MEMORY is in use. 3. COMMUNICATION OPERATING FREQUENCY READOUT Steady display iodicates COM frequency in use. Blinking display indicates a frequency selected prior to memory storing and not the frequency in use. Third decimal place (either 0 or 5) is not shown on display. - - 4. 25/50 PUSHBUTTON Selects last illuminated decimal place on COM frequency in use. If last decimal place is 2 or 7, pressing 25/50 pushbutton changes number to 5 or 0. respectively. If last decimal place is 5 or 0. pressing 25/50 pushbutton changes number to 7 or 2, respectively. When the last illuminated digit on the set is 2 or 7. the third digit on the set (not shown) will always be 5. When the last illuminated digit on the set is 0 or 5, the third digit on the set (not shown) will always be 0. 5. NAV MEMORY BARS 1.2,3 When a NAV MEMORY pushbutton is pressed, the corresponding memory bar is illuminated to indicate which NAV MEMORY is in use. 6. NAVIGATION OPERATING FREQUENCY READOUT Steady display indi cates NAV frequency in use. Blinking display indicates a frequency selected prior to memory storing and not the frequency in use. - - - 7. NAV MEMORY 1,2 & 3 PUSHBUTTONS When a NAV MEMORY pushbutton is pressed, the preset frequency will appear in the NAV frequency window for use as the operating frequency. Three preset frequencies maybe stored in MEMORY and selected as desired, by merely pressing the appropriate NAV MEMORY pushbut ton to recall the desired operating frequency. If electrical power to the set’s “keepalive” circuit has not been interrupted, upon turn-on, the set will automatically recall the last NAV MEMORY frequency selected by a MEMORY pushbutton. If electrical power is removed from the set’s “keep-alive” circuit (such as radio removal or battery replacement) upon turn-on, all NAV MEMORY circuits will display the lowest operating frequency (108.00 MHz) and will have to be reset. NAV 1 MEMORY will automatically be selected. Pushbutton light dimming is controlled by the RADIO light dimming rheostat knob. - Figure 1. Cessna 400 NaV/ Corn Set, Operating Controls and Indicators (Sheet 2 of 4) 11 Septernber 1981 (‘) 41 CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 8. 9. 10. 11. 12. 13. 14. 15. In the ID position, both voice transmission and station ID-VOX-T SWITCH tion frequency; in the VOX identifier signal are heard over the selected naviga only the voice transmis (Voice) position, the identifier signal is suppressed and test signal is sent to the a n, positio ON) ntary Mome (TEST, T the in is heard; sion CPLD annunciators and API XMIT the ion, indicat hearing FROM a g 0° CDI causin 188.88 with all show s display ncy freque and NAV COM the are illuminated, and memory bars illuminated. - Outer knob changes NAVIGATION RECEIVER FREQUENCY SELECTORS inner knob changes NAV frequency in 1-MHz steps between 108 and 117 MHz; simultaneously selects NAV frequency in .05-MHz steps between .00 and .95 MHz; paired glide slope frequency and DME channel. - ates amber when AUTOPILOT COUPLED ANNUNCIATOR (API CPLD) Illumin ter output (nonconver LOC d VORI NAV to couple is tot autopi a 400B or 400B IFCS operational with 200A and 300A autopilots). - NAV VOLUME CONTROL (VOL) - Adjusts volume of navigation receiver audio. ld necessary to activate SQUELCH CONTROL Used to adjust signal thresho ound noise (decreases COM receiver audio. Clockwise rotation increases backgr ound noise. backgr ses n decrea rotatio ise rclockw counte action); h squelc - TRANSMIT ANNUNCIATOR (XMIT) output is normal while mike is keyed. - Illuminates green when transmitter Outer knob S COMMUNICATION RECEIVER FREQUENCY SELECTOR 135 MHz; inner knob changes COM frequency in 1-MHz steps between 118 and .975 MHz or between changes COM frequency in .05 MHz steps between .025 and . .000 and .950 MHz depending on selection of 25150 button - ON/OFF switch and COM OFF-VOLUME CONTROL (OFF-VOL) Combination e of COM receiver volum ls contro and set om on NavlC turns l; volume contro audio. - Indicates selected VOR course under course index. 16. OBS COURSE CARD 17. COURSE INDEX 18. on from selected VOR COURSE DEVIATION POINTER Indicates course deviati ine. centerl er localtz or course RNAV or 19. - - Indicates selected VOR or RNAV course (bearing). - localizer or RNAV NAVI TO-FROM INDICATOR Operates only with a VOR, usable VOR signal, signal. OFF position (flag) indicates unusable signal. With is TO or FROM when OFF position disappears, indicates whether selected course view. station or waypoint. With usable localizer signal, TO flag is in - Indicates reciprocal of selected VOR or RNAV 20. RECIPROCAL COURSE INDEX course. 21. card (16) to select OMNI BEARING SELECTOR (fIBS) Rotates OBS course waypoint. RNAV d selecte a or to station a VOR from or desired bearing to Figure 1. - - Indicators Cessna 400 NavI Corn Set, Operating Controls and (Sheet 3 of 4) 11 Septernber 1981 5 41 CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) 22. PILOT’S OPERATING HANDBOOK SUPPLEMENT AREA NAV LAMP (RN) When green light is illuminated, indicates that RNAV operation is selected. RN light dimming is only available when installed with an audio control panel incorporating the annunc iator light DAY/NITE selector switch. - 23. BACK-COURSE LAMP (BC) Amber light illumin ates when an autopilot with roverse sense feature is installed and the reverse sense switch or autopilot’s backcourse function is engaged and receiver is tuned to a localizer frequency; indicates course deviation pointer is reverse d. BC light dimming is only available when installed with an audio control panel incorporating tho annunciator lights DAY/NITE selector switch. - 24. (Th) AUTOMATIC RADIAL CENTERING (ARC) LAMP Amber light illuminates when Automatic Radial Centering is in use. ARC light dimming is only available when installed with an audio control panel incorp orating the annunciator lights, DAY/NITE selector switch. - 25. TO/FROM INDICATOR (TO/ FR) Operates only with a usable VOR, localizer or RNAV signal. When white flag is in view, indicat es whether selected course is TO or FROM station. With usable localizer signal, TO flag is in view. - 26. AUTOMATIC RADIAL CENTERING (ARC PUSH-TO/PULL-FR) SELECTOR In center dotent, functions as convontional OBS. Pushed to inner (Momentary On) position, turns OBS course card (16) to center course deviation pointer (18) with a TO flag (25). then returns to conventional OBS operation. Pulled to outer detent, continuously drives OBS course card (16) to indicate bearing from VOR station, keeping course deviation pointer (18) centere d, with a FROM flag (25). ARC function will not operate on localizer freque ncies. - - NOTE Engaging either Automatic Radial Centering (ARC) functions will alter the airplane’s course anytime the autopi lot is engaged and coupled to the associated Nay when tuned to a VOR frequency. 27. NAV INDICATOR FLAG When in view, red NAV position (Flag) indicates the selected VOR or localizer signal is unusab le. - 28. GLIDE SLOPE DEVIATION POINTER Indicat ea deviation from ILS glide slope. GLIDE SLOPE “GB” FLAG When visible , red GS flag indicates unreliable glide slope signal or improperly operating equipm ent. Flag disappears when a reliable glide slope signal is being received. - 29. - 0 Figure 1. Cessna 400 Nay! Corn Set, Operating Controls and Indicators (Sheet 4 of 4) 11 September 1981 41 CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this the avionic equipment is installed. However, if the frequency readouts fail, frequency controls should not be moved due to the difficulty of obtaining a known frequency under this condition. The radio will remain operational on the last frequency selected, and the preset frequencies in MEMORY may be selected by pressing the appropriate MEMORY pushbutton. SECTION 4 NORMAL PROCEDURES SELECTING A NEW NAV/COM ACTIVE FREQUENCY: 1. 2. 3. TURN ON; adjust to desired audio COM OFF/VOL CONTROL level. FREQUENCY SELECTORS --MANUALLY ROTATE correspond ing NAV or COM frequency selectors (press 25/50 pushbutton as required to select the desired third fractional COM digit) until the desired frequency is shown in the frequency readout window. The display blinks for approximately 8 seconds, indicating that the selected frequency is ready for storage in memory. PRESS the active frequency MEMORY 1, 2, 3 Pushbuttons memory button as indicated by the illuminated memory bar. The display immediately stops blinking, indicating that the new frequency is stored in the active memory, and displays the new active frequency. The original active frequency is replaced. -- -- NOTE If a memory button is not pressed, the display stops blinking after approximately 8 seconds and returns to the original active frequency. 11 September 1981 41 CESSNA 400 NAV/ COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT PRESELECTING AND STORING NAV/COM FREQUENC IES IN MEMORY: 1. 2. 3. 4. COM OFF/VOL CONTROL TURN ON; adjust to desired audio level. FREQUENCY SELECTORS-- MANUALLY ROTATE correspond ing NAV or COM frequency selectors (press 25/50 pushbutton as required to select the desired third fractional COM digit) until the desired frequency is shown in the frequency readout window. The display blinks for approximately 8 seconds, indicating that the selected frequency is ready for storage in memory. MEMORY 1,2,3 Pushbuttons PRESS the memory pushbutton of one of the NAV or COM memories not in use. The display imme diately stops blinking, and displays the new frequency for; second to indicate that it is now stored in the selected memory. The display then reverts to indicating the active frequency. MEMORY 1, 2, 3 Pushbuttons REPEAT STEPS 2 and 3 to store another frequency in the second NAV or COM memory not in use. -- -- -- NOTE This presetting sequence does not affect communication and/or navigation operation on the original active fre quency. RECALLING A STORED FREQUENCY: 1. MEMORY 1, 2, 3 Pushbuttons SELECT and PRESS the desired NAV or COM memory button, and observe the following: a. Frequency in selected memory becomes the active frequency. b. Frequency readout window indicates new active frequency. c. Corresponding memory bar indicates selected memory. -- COMMUNICATION RECEIVER-TRANSMITTER OPERATION: 1. 2. COM OFF/VOL Control TURN ON. XMTR SEL Switch (on audio control panel) SET to desired 400 Nay! Corn. SPEAKER/PHONE Selector Switches (on audio control panel) SET to desired mode. COM Frequency Selection --SELECT desired operating frequency by either pressing a COM MEMORY 1,2 or 3 pushbutton to recall a preset frequency, or bymanually selecting the desired operating frequency using the COM frequency selectors and 25/50 pushbu t ton. VOL Control ADJUST to desired audio level. -- - 3. - -- 4. 5. -- 11 September 1981 C 41 CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 6. 7. ROTATE counterclockwise to just eliminate back SQ Control ground noise. Mike Button: DEPRESS and SPEAK into microphone. a. To Transmit -- -- NOTE Sidetone may be selected by placing the AUTO selector switch (on audio control panel) in either the SPEAKER or PHONE position, or may be eliminated by placing the AUTO selector switch in the OFF position. Adjustment of sidetone on audio control panels supplied with three transmitters cannot be accomplished externally. How ever, audio control panels supplied with one or two trans mitters have sidetone adjustment pots that are accessible through the front of the audio control panel with a small, nonconductive screwdriver. b. c. CHECK ON (green light illumi XMIT Annunciator Light nated). RELEASE mike button. To Receive -- - - NAVIGATION OPERATION: 1. 2. 3. 4. 5. COM OFF! VOL Control TURN ON; adjust to desired audio level. l SPEAKER/PHONE Selector Switches (on audio contro panel) SET to desired mode. ncy NAV Frequency Selection SELECT desired operating freque a recall to tton pushbu 3 or 1,2 MEMORY by either pressing a NAV preset frequency, or by using NAV frequency selectors. ADJUST to desired audio level. NAV VOL Control ID-VOX-T Switch: SET to ID to hear navigation station a. To Identify Station identifier signal. b. To Filter Out Station Identifier Signal SET to VOX to include filter in audio circuit. -- -- - - -- -- - - 11 September 1981 9 41 CESSNA 400 NAV/COM (RT-485B) WITH CE SSNA 400 RNAV (RN-478A) 6. PILOT’S OPERATING HANDBOOK SUPPLEMENT ARC PUSH-TO/PULL-FROM Knob (If Applic able): a. To Use As Conventional OBS PLACE in center detent and select desired course. b. To Obtain Bearing TO VOR Station-- PUSH (ARC/PUSH-TO) knob to inner (Momentary On) position. -- NOTE ARC lamp will illuminate amber while the OBS course card is moving to center the course deviation pointer . After alignment has been achieved to reflect bear ing TO VOR, automatic radial centering will automatically shut down, causing the ARC lamp to go out and the ARC knob to return to the center detent position and function as a normal OBS. c. To obtain Continuous Bearing FROM VOR Station (ARC/PULL-FR) knob to outer detent. -- PULL NOTE ARC lamp will illuminate amber, OBS course card will turn to center the course deviation pointer with a FROM flag to indicate bearing from VOR station. This system will continually drive to present the VOR radial the aircraft is on until manually returned to the center detent by the pilot. VOR SELF-TEST OPERATION: 1. 2. COM OFF/VOL Control TURN ON. NAV Frequency Selector Switches SELEC T usable VOR station signal. OBS Knob SET for 00 course at course index; course deviati on pointer centers or deflects left or right, depend ing on bearing of signal; NAy/TO-FROM indicator shows TO or FROM. ID/VOX/T Switch--PRESS toT and HOLD atT; course deviation pointer centers, NAy/TO-FROM indic ator shows FROM, AP/CPLD and XMIT annunciators are illum inated and the COM and NAV displays show 188.88 with all memor y bars illuminated. OBS Knob --TURN to displace course appr oximately 10° to either side of 0° (while holding ID / VOX/ T to T). Course deviation pointer deflects full scale in direction corresponding to course displace ment. -- -- 3. 4. 5. 6. -- OBS Knob SET for 180° course at course index, course deviation pointer centers or deflects left or right, depend ing on bearing of signal. NAy/TO-FROM indicator shows FROM or TO. - - 11 September 1981 47 PILOT’S OPERATING HANDBOOK SUPPLEMENT 7. 8. 9. CESSNA 400 NAV/COM (RT-485B) WITH CESSNA 400 RNAV (RN-478A) PRESS to T and HOLD at T; course deviation ID! VOX/T Switch pointer centers, NAy! TO-FROM indicator shows TO, AP/CPLD and XMIT annunciators are illuminated and the COM and NAV displays show 188.88 with all memory bars illuminated. TURN to displace course approximately 10° to either OBS Knob 180° (while holding ID! VOX/T to T). Course deviation of side pointer deflects full scale in direction corresponding to course displacement. RELEASE for normal operation. ID! VOX/T Switch -- -- -- NOTE This test does not fulfill the requirements of FAR 91.25. SECTION 5 PERFORMANCE j There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 11 September 1981 11/(12 blank) 42 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 RM1 (TYPE IN-404A) SUPPLEMENT CESSNA 400 RADIO MAGNETIC INDICATOR (Type IN-404A) SECTION 1 GENERAL ( ‘.... The Cessna 400 Radio Magnetic Indicator (RMI) is used in conjunction with other airborne navigation equipment to aid the pilot in navigating the airplane. The RMI eliminates the need for many of the numerical and graphical computations necessary for determining airplane position. The RMI is a panel mounted navigation instrument that combines the display of VOR and ADF bearing information with the airplane heading on a single instrument. The VOR and ADF magnetic bearings to the selected stations are displayed by individual rotating pointers against the back ground of a rotating azimuth card. The azimuth card is driven by the slaved magnetic compass system in the airplane and continuously indicates airplane heading. Thus, the relative bearing between the aircraft heading and the station is pictorially displayed. Each pointer in the Type IN-404A RMI is dependent only on its associated receiver for indicating bearings. A single-bar pointer indicates VOR bearings and a double-bar pointer indicates ADF bearings. Two NAV receivers supply VOR signals to the RMI for selection. A two position selector switch (NAV 1/NAV 2) on the lower right of the RMI selects the desired VOR signal for display of bearing information. The RMI contains a VOR test feature to verify the reliability of the VOR signal and the operational status of the RMI circuitry and mechanism that drives the VOR pointer. This test feature is a pushbutton switch (VOR SLEW) on the upper left of the RMI. (A similar ADF test feature for verifying the ADF received signal and pointer mechanism is provided on the 400 ADF receiver.) 11 September 1981 1 of 4 42 CESSNA 400 RMI (TYPE IN-404A) PILOT’S OPERATING HANDBOOK SUPPLEMENT C 0 0 0 1. ROTATING AZIMUTH (COMPASS) CARD Rotates as the airplane turns so that the airplane magnetic heading is continuously displayed at the heading index. - 2. 3. DOUBLE-BAR POINTER which the ADF is tuned. - Indicates the magnetic bearing to the station to VOR SLEW PUSHBUTTON SWITCH Momentary switch used to verify the displayed VOR bearing. When the switch is pressed, the single bar pointer slews away from the station bearing. When the switch is released, if equipment operation and signal strength are normal, the pointer will return to the station bearing. - 4. HEADING INDEX card. 5. SINGLE-BAR POINTER station. 6. NAV 1/ NAV 2 FUNCTION SWITCH Selects either NAV i or NAV 2 VOR signal for display by the single-bar pointer. - Indicates ihe airplane magnetic heading on the azimoth - Indicates the magnetic bearing to the selected VOR - Figure 1. Cessna 400 RMI (Type IN-404A), Operating Contro ls and Indicators 11 September 1981 42 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 HMI (TYPE IN-404A) SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. SECTION 4 NORMAL PROCEDURES NORMAL OPERATION: NOTE Operation of the RMI is dependent upon input information from the compass system (slaved directional gyro), the associated VHF navigation and ADF receivers. Refer to the appropriate supplements in this section for operation of this equipment. 1. 2. HEADING Compass Cards (on RMT, Directional Gyro or HSI) READINGS indicated on RMI, Directional Gyro or HSI will be the same. SELECT STATION on receiver. The double-bar ADF Receiver the magnetic bearing to the station. indicate will pointer -- - - NOTE If the ADF receiver is turned OFF, the double-bar pointer will be in the stowed position (fixed at the 3 o’clock position). 11 September 1981 3 42 CESSNA 400 RMI (TYPE IN-404A) 3. PILOT’S OPERATING HANDBOOK SUPPLEMENT NAV 1-2 Selector Switch (on RMI) SET to NAV 1 or NAV 2 and select VOR station on the associated NAV receiver. The single-bar pointer will indicate the magnetic bearing to the VOR station. -- NOTE This reading is equivalent to the “TO” course reading obtained with the standard CDI omni bearing selector. The radial from the VOR station is indicated by reading the opposite end of the pointer. RMI TEST: t. 2. El:) ADF TEST Pushbutton (on 400 ADF Receiver only) PUSH in and hold TEST button until the double-bar pointer (on RMI) slews off away from the station bearing at least 10 to 20 degrees. ADF TEST Pushbutton (on 400 ADF Receiver only) RELEASE and OBSERVE that double-bar pointer (on RMI) returns to the same station bearing as in step 1 to indicate a normal operation. -- -- NOTE If the ADF Receiver is turned OFF, the double-bar pointer will be in the stowed position (fixed at the 3 o’clock position). 3. 4. VOR SLEW Test Pushbutton (on RMT) PUSH in and hold VOR SLEW pushbutton until the single-bar pointer slews away from the station bearing. VOR SLEW Test Pushbutton (on RMI) --RELEASE and OBSERVE that single-bar pointer (on RMI) returns to the same station bearing as in step 3 to indicate a normal operation. -- NOTE If the selected VOR Receiver is turned OFF, the single-bar pointer will remain fixed in its last position. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed in addition to that which occurs with installation of the ADF or VOR antennas. 11 September 1981 0 43 CESSNA 400 TRANSPONDER PILOT’S OPERATING HANDBOOK UDE ENCODER (BLIND) ALTIT AND SUPPLEMENT SUPPLEMENT CESSNA 400 TRANSPONDER (Type RT-459A) AND OPTIONAL ALTITUDE ENCODER (BLIND) SECTION 7 GENERAL ( in Figure 1, is the The Cessna 400 Transponder (Type RT-459A), shown Beacon System Radar l Contro Traffic airborne component of an Air ller to “see” contro ground ATC the s enable nder transpo The (ATCRBS). s radarscope center’ l contro the on flight, and identify the aircraft, while in . more readily ounted unit, The Cessna 400 Transponder system consists of a panel-m mounted wheell contro al option an and a an externally-mounted antenn s interrogating pulse receive nder transpo . The switch IDENT XPDR signals on 1090 MHz. signals on 1030 MHz and transmits pulse-train reply (aircraft identification) A Mode to g replyin of e capabl is nder transpo The coupled to an optional and also to Mode C (altitude reporting) when e of replying on both altitude encoder system. The transponder is capabl any of 4096 informa on basis reply ve selecti on a modes of interrogation (not part of a r system tion code selections. The optional altitude encode e reporting) (altitud C Mode for d require ) system standard 400 Transponder digitizer ted -moun remote operation consists of a completely independent altitude d encode s supplie and system static the to that is connected is system r encode e altitud information to the transponder. When the lities are capabi ng reporti e altitud , system onder Transp coupled to the 400 feet and the airplane’s available in 100-foot increments between -1000 . ceiling maximum service \- with the exception of All Cessna 400 Transponder operating controls, aneloftheunit. efrontp tedonth the optional XPDR IDENT switch, areloca grip of the hand right the on located is switch The remote XFDR IDENT and shown are ls contro ng operati pilot’s control wheel. Functions of the 1. described in Figure 11 September 1981 1 of 6 43 CESSNA 400 TRANSPONDER PILOT’S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIN D) SUPPLEMENT 1 2 3 45 6 7 0 B 0 \ 0 0 1. FUNCTION SELECTOR SWITCH Controls application of power and selects transponder operating mode as follow s: - OFF SBY ON ALT - - - - Figure 1. Turns set off. Turns set on for equipment warm-up or standby power. Turns set on and enables transponder to transmit Mode A (airoraft identification) reply pulses. Turns set on and enables transponder to transmit either Mode A (aircraft identification) reply pulses or Mode C (altitude reporting) pulses selected automatically by the interrogating signal. Cessna 400 Transponder and Altitude Enco der (Blind) (Sheet 1 of 2) 11 September 1981 0 43 CESSNA 400 TRANSPONDER PILOT’S OPERATING HANDBOOK UDE ENCODER (BLIND) ALTIT AND SUPPLEMENT 2. 3. 4. 5. ( reply pulses; glows REPLY LAMP Lamp flashes to indicate transmission of self-test opera satisfactory or pulse IDENT of transmission steadily to indicate period.) tion. (Reply lamp will also glow steadily during initial warm-up - identifier to he IDENT (ID) SWITCH When depressed, selects special pulse of aircraft transmitted with transponder reply to effect immediate identification during duration of on ground controller’s display. (Reply lamp will glow steadily IDENT pulse transmission.) - DIMMER (DIM) CONTROL - Allows pilot to control brilliance of reply lamp. to generate SELF-TEST (TEST) SWITCH When depressed, causes transponder operation. (Reply a self-interrogating signal to provide a check of transponder lamp will glow steadily to verify self-test operation.) - Select assigned Mode A reply code. 6. REPLY-CODE SELECTOR SWITCHES (4) 7. REPLY-CODE INDICATORS (4) 8. Provides an altitude reporting code range of REMOTE-MOUNTED DIGITIZER service ceiling. maximum airplane’s -1000 feet up to the 9. REMOTE ID SWITCH (XPDR WENT) described in Item 3. 1 - - Display selected Mode A reply code. - Figure 1. - Same as panel-mounted ID switch ) Cessna 400 Transponder and Altitude Encoder (Blind of 2) (Sheet 2 11 September 1981 3 43 CESSNA 400 TRANSPONDER PILOT’S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airpl ane limitations when this avionic equipment is installed. However , the following information must be displayed in the form of a placard located near the altimeter. [ ALTITUDE ENCODER EQUIPPE D C 1 C SECTION 3 EMERGENCY PROCEDURES Q TO TRANSMIT AN EMERGE NCY SIGNAL: 1. 2. Function Selector Switch ON. Reply-Code Selector Switches SELECT 7700 operating code. TO TRANSMIT A SIGNAL REPRES ENTING LOSS OF ALL COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT): 1. Function Selector Switch ON. 2. Reply-Code Selector Switches SELECT 7700 operating code for 1 minute; then SELECT 7600 operating code for 15 minutes and then REPEAT this procedure at same intervals for remainder of flight. -- - - (D -- - - C 11 September 1981 43 CESSNA 400 TRANSPONDER PILOT’S OPERATING HANDBOOK UDE ENCODER (BLIND) ALTIT AND SUPPLEMENT SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF: Function Selector Switch 1. SBY. -- IFICATION) CODES IN TO TRANSMIT MODE A (AIRCRAFT IDENT FLIGHT: 1. 2. 3. SELECT assigned code. Reply-Code Selector Switches ON. Function Selector Switch ADJUST light brilliance of reply lamp. DIM Control - - - - - - NOTE r switch in During normal operation with function selecto nder transpo ing indicat ON position, reply lamp flashes s. gation interro to replies 4. DEPRESS momentarily when ID or XPDR IDENT Button “squawk IDENT” (reply lamp to ller instructed by ground contro operation). IDENT ing indicat y, steadil will glow -- ) CODES IN FLIGHT: TO TRANSMIT MODE C (ALTITUDE REPORTING 1. 2. SELECT assigned code. Reply-Code Selector Switches ALT. Function Selector Switch -- - - NOTE altitude When directed by ground controller to “stop Mode A for ON to squawk”, turn Function Selector Switch operation only. NOTE for Pressure altitude is transmitted by the transponder is e altitud ed indicat to altitude squawk and conversion only will ked squaw e Altitud ters. compu ATC done in altimeter agree with indicated altitude when the local aircraft the in set is ller contro ground the by use in setting altimeter. 3. DIM Control 11 September 1981 - - ADJUST light brilliance of reply lamp. 5 43 CESSNA 400 TRANSPONDER PILOT’S OPERATING HANDBOOK AND ALTITUDE ENCODER (BLIND) SUPPLEMENT TO SELF-TEST TRANSPONDER OPE RATION: 1. Function Selector Switch SBY and wait 30 seconds for equip ment to warm-up. Function Selector Switch ON. TEST Button DEPRESS (reply lamp should light brigh tly regardless of DIM control setting). TEST Button RELEASE for normal operation. -- 2. 3. 4. -- -- -- C SECTION 5 PERFORMANCE 0 There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. 0 0 0 11 September 1981 44 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400 TRANSPONDER AND ENCODING ALTIMETER SUPPLEMENT CESSNA 400 TRANSPONDER (Type RT-459A) AND OPTIONAL ENCODING ALTIMETER (Type EA-401 A) SECTION 1 GENERAL The Cessna 400 Transponder (Type RT-459A), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System “see” (ATCRBS). The transponder enables the ATC ground controller to and identify the aircraft, while in flight, on the control center’s radarscope more readily. 4 ,,- The Cessna 400 Transponder system consists of a panel-mounted unit, ed an externally-mounted antenna and an optional control wheel-mount pulse gating interro s receive nder transpo The XPDR IDENT switch. signals on 1030 MHz and transmits coded pulse-train reply signals on 1090 MHz. It is capable of replying to Mode A (aircraft identification) and also to Mode C (altitude reporting) interrogations on a selective reply basis on ed any of 4096 information code selections. When an optional panel mount EA-401A Encoding Altimeter (not part of 400 Transponder System) is e included in the avionic configuration, the transponder can provide altitud feet. +35,000 and -1000 reporting in 100-foot increments between All Cessna 400 Transponder operating controls, with the exception of al the optional altitude encoder’s altimeter setting knob and the option remote XPDR IDENT switch, are located on the front panel of the unit. The altimeter setting knob is located on the encoding altimeter and the remote l XPDR IDENT switch is located on the right hand grip of the pilot’s contro 1. Figure in ed describ are ls ng contro operati the of ons Functi wheel. 11 September 1981 1 of 6 44 CESSNA 400 TRANSPONDER AND ENCODING ALTIMETER 12 3 PILOT’S OPERATING HANDBOOK SUPPLEMENT 45 6 7 C C 14— C C 0 1. FUNCTION SELECTOR SWITCR Controls application of power and selects transponder operating mode as follow s: - OFF SBY ON ALT - - - - Turns set off. Turns set on for equipment warm-up or stand-b y power. Turns set on and enables transponder to transm it Mode A (aircraft identification) reply pulses. Turns set on and enables transponder to transm it either Mode A (aircraft identification) reply pulses or Mode C (altitud e reporting) pulses selected automatically by the interrogating signal. Figure 1. Cessna 400 Transponder and Encoding Altimeter Operating Controls (Sheet 1 of 2) 11 September 1981 C 44 CESSNA 400 TRANSPONDER AND ENCODING ALTIMETER PILOT’S OPERATING HANDBOOK SUPPLEMENT 2. 3. 4. 5. transmission of reply pulses; glows REPLY LAMP Lamp flashes to indicate pulse or satisfactory self-test opera IDENT of ission transm e indicat to steadily initial warm-up period.) during y steadil glow also will tion. (Reply lamp selects special pulse identifier to be IDENT (ID) SWITCH When depressed, immediate identification of aircraft effect to reply nder transmitted with transpo glow steadily during duration of will lamp on ground controller’s display. (Reply IDENT pulse transmission.) - - DIMMER (DIM) CONTROL - Allows pilot to control brilliance of reply lamp. sed, causes transponder to generate SELF-TEST (TEST) SWITCH When depres of transponder operation. (Reply check e a provid to signal a self-interrogating on.) operati t self-tes verify to y lamp will glow steadil - 6. REPLY-CODE SELECTOR SWITCHES (4) 7. REPLY-CODE INDICATORS (4) 8. 9. 10. 11. 12. 13. 14. - Select assigned Mode A reply code. Display selected Mode A reply code. - Provides digital altitude readout in 1000-FOOT DRUM TYPE INDICATOR +35,000 feet. When altitude is below and feet -1000 n betwee ents 1000-foot increm in the 10,000-foot window. s appear flag striped ally 10,000 feet, a diagon - Flag appears acrosa altitude readout OFF INDICATOR WARNING FLAG indicate that readout is not reliable. when power is removed from the altimeter to Provides digital altitude readout in tOO100-FOOT DRUM TYPE INDICATOR feet. 1000 and 0 n betwee ents foot increm Indicates altitude in 20-foot increments 20-FOOT INDICATOR NEEDLE feet. between 0 feet and 1000 - - - TYPE Indicates selected altimeter ALTIMETER SETTING SCALE DRUM mercury on the standard altimeter or setting in the range of 27.9 to 31.0 inches of er. 950 to 1050 millibars on the optional altimet of Dials in desired altimeter setting in the range ALTIMETER SETTING KNOB or 950 to 1050 millibars on er altimet rd standa the y on mercur of 27.9 to 31.0 inches the optional altimeter. - - - REMOTE ID SWITCH (XPDE IDENT) described in Item 3. Figure 1. - Same as panel-mounted ID switch ter Cessna 400 Transponder and Encoding Altime 2) of 2 (Sheet ls Contro Operating 11 September 1981 3 44 CESSNA 400 TRANSPONDER AND ENCODING ALTIMETER PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. However , the encoding altimeter used in this installation does have a limitation that requires a standard barometric altimeter be installed as a back-up altim eter. SECTION 3 EMERGENCY PROCEDURES 0 TO TRANSMIT AN EMERGENCY SIGNAL: 1. 2. Function Selector Switch ON. Reply-Code Selector Switches SELECT 7700 operating code. TO TRANSMIT A SIGNAL REP RESENTING LOSS OF ALL COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT): 1. Function Selector Switch ON. 2. Reply-Code Selector Switches SELECT 7700 operating code for I minute; then SELECT 7600 operating code for 15 minutes and then REPEAT this procedure at same intervals for remainder of flight. -- -- 0 -- -- 0 SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF: 1. Function Selector Switch -- SBY. TO TRANSMIT MODE A (AIRCRA FT IDENTIFICATION) CODES IN FLIGHT: 1. Reply-Code Selector Switches -- SELECT assigned code. 11 September 1981 44 CESSNA 400 TRANSPONDER AND ENCODING ALTIMETER PILOT’S OPERATING HANDBOOK SUPPLEMENT 2. 3. ON. Function Selector Switch ADJUST light brilliance of reply lamp. DIM Control -- - - NOTE During normal operation with function selector switch in ON position, REPLY lamp flashes indicating transponder replies to interrogations. 4. DEPRESS momentarily when ID or XFDR IDENT Button instructed by ground controller to “squawk IDENT” (REPLY lamp will glow steadily, indicating IDENT operation). -- TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT: 1. 2. 3. 4. VERIFY that flag is out of view on Off Indicator Warning Flag encoding altimeter. Altitude Encoder Altimeter Setting Knob SET IN assigned local altimeter setting. SELECT assigned code. Reply-Code Selector Switches ALT. Function Selector Switch -- - - - - -- NOTE When directed by ground controller to “stop altitude squawk”, turn Function Selector Switch to ON for Mode A operation only. NOTE Pressure altitude is transmitted by the transponder for altitude squawk and conversion to indicated altitude is done in ATC computers. Altitude squawked will only agree with indicated altitude when the local altimeter setting in use by the ground controller is set in the encoding altimeter. 5. DIM Control -- ADJUST light brilliance of reply lamp. TO SELF-TEST TRANSPONDER OPERATION: 1. 2. Function Selector Switch ment to warm-up. Function Selector Switch 11 September 1981 - - - - SBY and wait 30 seconds for equip ON or ALT. 5 44 CESSNA 400 TRANSPONDER AND ENCODING ALTIMETER 3. 4. PILOT’S OPERATING HANDBOOK SUPPLEMENT TEST Button DEPRESS and HOLD (reply lamp should light with full brilliance regardless of DIM control setting). TEST Button RELEASE for normal operation. - - -- SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or several related external antennas, will result in a minor reduction in cruise performance. C) C 0 0 11 September 1981 45 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400B IFCS (TYPE IF-550A) SUPPLEMENT CESSNA 400B INTEGRATED FLIGHT CONTROL SYSTEM (Type IF-550A) SECTION 1 GENERAL provides a The Cessna 400B Integrated Flight Control System (IFCS) l with precision contro l manua or l contro flight atic autom of lity capabi ation. The com flight direction command provided by computed inform Flight Director the ed on display is system the for tation plete presen on Indicator Situati ntal Horizo the and r Indicator (FDI), the Mode Selecto (HSI). is basically the The operation of the manual and the automatic system the Flight follow to s decide pilot the r whethe is nce same. The differe the airplane. Director commands manually or allows the autopilot to fly l is provided Precision flight direction information for manual contro orates pitch incorp e and airplan lic symbo a es includ FDI The on the FDI. the two center to e airplan the flies merely and roll command bars. The pilot ined by the determ path flight ted calcula the follow to bars command easily and accurately computer. In this way, climbs, descents, or turns are ed. execut presenta A Horizontal Situation Indicator (HSI) displays a pictorial er and glide localiz , radials tion of the airplane’s position relative to VOR t to respec with ce referen g headin gives also HSI . slope beams The , radials VOR g, headin desired the magnetic north and provides selection of d. installe when course RNAV and g, headin LOC runway ot For automatic flight, the autopilot ON-OFF switch on the autopil also are ls contro nd comma l manua controller, is activated. Pitch and roll lled from located on this unit. All other normal modes of flight are contro the Mode Selector. ( ed by the “G” An automatic autopilot disengage function (provid disengage the tically automa will ) sensor ation acceler switch in the a normal rate than more at down autopilot anytime the airplane pitches the disengage of lity capabi onal operati es. The attitud l flight from norma TEST-EA FLT function should be tested before takeoff by pressing the 11 September 1981 1 of 18 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT button, located on the autopilot acce ssory unit. When the TEST button is pressed with the autopilot engaged, the “G” switch in the acceleration sensor is actuated and if the “G” switch is functional, the autopilot will disengage, the autopilot disconnec t horn will sound, and the yellow autopilot disconnect (DISC) warning (WARN) light will illuminate on the autopilot accessory unit to advise the pilot the autopilot disengage system is operational. The autopilot will also be automati cally disengaged anytime the airplane pitches up or down more than a normal amount from a level flight attitude. In this event, the disconnec t horn would sound and the disconnect light would illuminate, advising the pilot that the autopilot has disen gaged. An additional autopilot disengage featu re is provided by a thermos tatic switch which monitors the oper ating temperature of the aileron and elevator actuators. If the temperature beco mes abnormal in either the roll or pitch actuators, the thermostatic switch opens and disengages the autopilot to remove power from the actuator. After approximately 10 minutes, the switch automatically reset s to close the autopilot interlock circuit. Power can then be reapplied to the actuator by re-engaging the API ON-OFF switch. The autopilot disconnect warning light , on the accessory unit, will illuminate yellow when the autopilot is disengaged by any means other than the control wheel AUTOPIL OT DISENGAGE switch. Whenever the autopilot is disengaged by any mean s, the autopilot disengage horn will produce a short tone lasting 1 to 2 seco nds with decreasing amplitude. The autopilot disconnect warning light (yellow) will remain on, until it is cancelled by pressing the cont rol wheel AUTOPILOT DISENGAGE switch. Q The pilot’s control wheel incorpora tes five switches for other related autopilot operations. Four of the switches are mounted on the left-hand side of the control wheel and prov ide for operation of go-around, electric trim, autopilot disengage, and elect ric trim disengage. The other switch, mounted on the right-hand side of the control wheel, provides for operation of pitch synchronization. When this system is installed, the aircraft is supplied with a heavy duty battery as standard equipme nt. 0 11 September 1981 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 26 27 28 29 30 \\I// /32 —33 Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 1 of 6) 11 September 1981 3 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 42 460 43 44 45 0 C C 1. CONTROL UNIT Provides the autopilot ON-OFF switch and the primary manual controls for operating ihe autopilot. 2. PITCH CONTROL Controls piich attitude of airplane. When rotated toward UP, airplane will pitch up. When rotated toward DWN, airplane will pitch down. Pitch attitude depends on displacement of the control from level flight position. 3. TURN CONTROL KNOB (TURN) When turned, airplane will hank right (R) or left (L). When turned, disconnects heading (HDG) or navigation (NAy) modes selected on Mode Selector. - - C - 4. LATERAL TRIM CONTROL (TRIM) When TURN knob is centered, (with autopilot, but no lateral modes engaged and the airplane manually trimmed directionally for existing flight conditions), the TRIM control is used to trim for a wings level attitude. - 5. AUTOPILOT ON-OFF SWITCH (API ON) Controls primary power to autopilot. AP annunciator on Mode Selector will illuminate green when autopilot is engaged. - 6. ACCESSORY UNIT Provides the pilot with an automatic autopilot disconnect warning light and an autopilot disconnect self-test operation for use prior to flight. - Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 2 of 6) 11 September 1981 C 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 7. 8. 9. 10. 11. 12. 13. 14. AUTOPILOT DISCONNECT WARNING INDICATOR LIGHT (DISC WARN) wheel Whenever the autopilot is disengaged by any means, other than the control AUTOPILOT DISENGAGE switch, the autopilot disconnect warning indicator it is light (DISC WARN) will illuminate yellow and will remain lighted until When cancelled by pressing the control wheel AUTOPILOT DISENGAGE switch. the DISC WARN indicaior light is activated, the circuit will also automatically tone activate an autopilot disengage warning horn that will produce a short lasting from 1 to 2 seconds with decreasing amplitude. - When the TEST AUTOPILOT DISCONNECT TEST BUTTON (TEST EA FLT) switch EA FLT pushbutton is pressed and held with the autopilot engaged, the “G” the in the acceleration sensor is actuated and if the “G” switch is functional, horn AP/ON-OFF switch will automatically disengage, the autopilot disconnect (DISC will produce a short tone and the yellow autopilot disconnect warning WARN) light will illuminate to advise the pilot the “G” switch disengaging function is operational. - for MODE SELECTOR UNIT A function mode selector and mode annunciators type, the IFCS. Pushbutton switches are the push-to-engage, push-to-disengage and will illuminate green when engaged. - FLIGHT DIRECTOR (FD) MODE SELECTOR SWITCH Engages flight director on the mode. FD annunciator will illuminate green and command bars (23) attitude gyro (FDI) will appear. - AUTOPILOT (AP) MODE SELECTOR ANNUNCIATOR LIGHT tor will illuminate green when autopilot is engaged. - AP annuncia one of NAV 1/NAV 2 MODE SELECTOR SWITCH Permits selection of either by the two Nay receivers to be coupled to the Integrated ylight Control System will pressing the NAV t/NAV 2 pushbutton. The NAV 1/NAV 2 annunciator 2 a illuminate green to show NAV 1 when engaged. By pressing NAV 1/NAV second time the alternate NAV 2 receiver will be coupled, NAV twill be dropped out and the annunciator light NAV 2 will illuminate green. - opera BACK-COURSE (BC) MODE SELECTOR SWITCH Used with localizer when tion only. With AP switch (on control unit) or FD pushbutton ON or OFT and associated navigation receiver selected by NAV 1/NAV 2 is set to a localizer backfrequency, it will always reverse localizer signals to the computer for course operation which provides the capability to fly the localizer back-course will inbound or the front course outbound. BC annunciator on mode selector indica illuminate green when engaged. It also reverses normal localizer needle tion on the #2 navigation CDI needle. - GO-AROUND (GA) AND GLIDE SLOPE (GS) MODE SELECTOR ANNUNCIA GA annunciator illuminates green when go-around switch on TOR LIGHTS flight control wheel is pressed: indicates a preset pitch-up and wings-level are director command, and that all modes of operation, including autopilot, pressing cancelled. The GA mode may be cancelled by repressing the GA switch, annuncia the HDG pushbutton or reengaging the autopilot. During approach, GS tor illuminates green when glide slope is captured by IFCS. - 3 of 6) Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 11 September 1981 5 45 CESSNA 400B IFCS (TYPE IP-550A) 15. PILOT’S OPERATING HANDBOOK SUPPLEMENT VOR/LOCALIZER (VOR/LOC) MODE ANNUNCIAT OR LIGHTS When NAV pushbutton is engaged, either the VOR or LOC annunc iator will illuminate green to reflect the selected frequency on the selected nay receive r, VOR/ LOC light will only illuminate while in NAV mode. - 16. ALTITUDE HOLD (ALT) MODE SELECTOR SWITC H Engagement may be accomplished in climb, descent, or level attitude and commands the airplane to maintain pressure altitude existing at the moment of selection. Mode can be used with lateral command modes. In approach mode, altitud e hold will automatically disengage when glide slope is captured. The go-aro und (GA) switch, when engaged, will also disengage altitude hold (ALT). ALT annunc iator will illumi nate green when engaged. - 17. NAVIGATION (NAV) MODE SELECTOR SWITCH Engag ement provides for capture of VOR (omni) or LOC (localizer) track using NAV 1 or NAV 2 mode as selected. The TURN knob must be centered. During NAV-LOC operation, the glide slope (GS) mode will automatically engage only at beam center and only when the beam is approached from below. If the go-aro und (GA) switch on the airplane control wheel is actuated, the navigation (NAV) mode will automatically be cancelled and the associated NAV annunciator light will go out. Depending on the frequency selected at the time the NAV mode is activated, the VOR/LOC annunciator will illuminate green to show either VOR or LOC and the NAV mode annunciator will also illuminate green. - 18. HEADING (HDO) MODE SELECTOR SWITCH Engages the heading mode, which commands the airplane to turn to and mainta in heading selected on Huriznntal Situation Indicator (HSI). A new headin g may be selected at anytime and will result in airplane turning to new headin g with maximum bank angle of 25°. HDG mode will cancel GA mode and HDG annunc iatorwill illuminate green. - 19. FLIGHT OIRECTOR INDICATOR (FOI) Displa ys airplane attitude as a con ventional attitude gyro and displays commands for flight director operation; also provides the IFCS with electrical roll and pitch signals. - 20. 21. 22. FDI ROLL ATTITUDE INDEX attitude scale. FDI ROLL ATTITUDE SCALE degrees. Displays airplane roll attitude read against roll - Movable scale marked at 0, ±10,20,30,60, and 90 - FDI PITCH ATTITUDE SCALE Moves with respect to the symbolic airplane to present pitch attitude. Scale graduated at 0, ±5, 10, 15, and 20 degrees. - 23. FDI COMMAND BARS Display computed steering commands referenced to dot on symbolic airplane. Command bars are only visible when FD mode is selected on the MODE SELECTOR. - 24. FDI SYMBOLIC AIRPLANE Airplane pitch and roll attitude is displayed by the relationship between the fixed symbolic airplan e and the movable back ground. During flight director operation, the symbo lic airplane is flown to align its center dot with the command bars to satisfy the flight director commands. - 25. FDI SYMBOLIC AIRPLANE ALIGNMENT KNOB Provides manual position ing of the symbolic airplane for pitch attitude alignm ent. - Pigure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 4 of 6) 11 September 1981 ) 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 26. HORIZONTAL SITUATION INDICATOR (HSI) Provides a pictorial presenta tion of aircraft deviation relative to VOR radials or localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north. 27. Indicates selected VOR course or localizer COURSE BEARING POINTER course on compass card (41). The selected VOR radial or localizer heading remains set on the compass card when the compass card (41) is rotated. 28. NAV FLAG 29. LUBBER LINE 30. When flag is in view the heading display HEADING WARNING FLAG (HDG) is invalid due to interruption of either electrical or vacuum power. 31. Displays visual indication of heading indicator GYRO SLAVING INDICATOR and flux detector synchronization. When slaving needle is aligned with the 45° right index on the HSI, it shows that the heading indicator agrees with the aircraft magnetic heading. Off-center pointer deflections show the direction of heading indicator error relative to aircraft magnetic heading. The compass CARD SET knob (34) may be used at any time to more rapidly accomplish synchronization of the heading indicator reading with magnetic heading as indicated by the slaving indicator. 32. HEADING BUG Indicates selected heading relative to the compass card (41). Bug remains set on compass card when card rotates. 33. TO/FROM INDICATOR FLAG selected course. 34. HEADING SELECTOR AND CARD SET KNOB (PUSH/CARD SET/S) Positions heading “bug” on compass card (41) by rotatingthePUSH/CARD SET knob. Pushing in and rotating the PUSH/ CARD SET knob sets the compass card. The “bug” (32) rotates with the compass card. 35. COURSE DEVIATION BAR Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course. It relates in degrees of angular displacement from VOR radials or localizer beam center. 36. A course devtation bar displacement of 2 dots COURSE DEVIATION DOTS represents full scale (VOR = ±10° or LOC ° ±2/2) deviation from beam centerline. 37. Positions omni bearing pointer (27) on the com COURSE SELECTOR KNOB pass card (41) by rotating the course selector knob. 38. GLIDE SLOPE SCALE Indicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots represents full scale (0.7°) deviation above or below glide slope beam centerline. 39. GLIDE SLOPE POINTER Indicates on glide slope scale (38) aircraft displace ment from glide slope beam center. - - - Flag is in view when the NAV receiver signal is inadequate. - Indicates aircraft magnetic heading on compass card (41). - - - - Indicates direction of VOR station relative to - - - - - - Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 5 of 6) 11 September 1981 7 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 40. GLIDE SLOPE FLAG reliable. 41. COMPASS CARD Rotates to display heading of airplane with reference to lubber line (29) on HSI. 42. GO-AROUND (GA) SWITCH When depressed, GA annunciator will illuminate green and the flight director command is a preset pitch-up and wings-level, and all other modes, including autopilot, are cancelled. The GA mode may be cancelled by repressing the GA switch, engaging the HDG mode selector, or re engaging the autopilot. 43. ELECTRIC TRIM SWITCH When moved forward to DN position, moves the elevator trim tab in the “nose down” direction; conversely, pulling the switch aft to the UP position moves the tab in the “nose-up” direction. Electric trim switch is only operational with AP/ ON-OFF switch OFF. 44. ELECTRIC TRIM DISENGAGE SWITCH When pulled aft to the OFF position, disengages the electric trim system. A secondary disengagement of electric trim is provided by a TRIM/ PULL OFF circuit breaker; pull out to remove all electrical power from the electric trim system. When in view, indicates glide slope receiver signal is not - - - - - 45. AUTOPILOT DISENGAGE SWITCH When momentarily pulled aft to the OFF position, trips primary AP ON/OFF switch to OFF and removes all electrical power from the system. Autopilot will remain OFF until primary AP ON/OFF switch (5) is turned ON even though the switch (45) is spring loaded to return to ON when released. The AUTOPILOT DISENGAGE SWITCH is also used to turn the AUTOPILOT DISCONNECT light off. 46. PITCH SYNCHRONIZATION (PITCH SYNC) SWITCH When the FD mode selector switch is ON and AP is OFF; the command bars will automatically synchronize to the pitch attitude at the time of flight director engagement. If a new pitch attitude is established, align the pitch command bar with the symbolic aircraft by depressing (but do not hold) the PITCH SYNC switch on the control wheel. The pitch command wheel can also be used for this, - - 47. MODE SELECTOR WHITE LIGHT DIMMING CONTROL The annunciators in the Mode Selector will be illuminated with white lighting which identifies the function of each switch or mode. Rotate the large knob as desired to adjust the intensity of the white lights. - 48. COMBINATION MODE SELECTOR GREEN LIGHT DIMMING CONTROL AND PUSH TEST CONTROL Rotate the small knob as desired to adjust the intensity of the lights. The small knob is also used to test the mode selector lights, Press the small knob inward to test the green mode selector lights. - 0 Figure 1. Cessna 400B IFCS (Type IF-550A) (Sheet 6 of 6) 11 September 1981 45 CESSNA 4003 IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS airplane The following autopilot limitations must be followed during operation. 1. 2. Autopilot must be OFF for takeoff and landing. which Preflight test must be completed prior to any flight during used. be to is lot autopi the GED: OPERATING LIMITATIONS WITH AUTOPILOT ENGA 1. 2. 165 KIAS. Maximum Airspeed FL 180. Reduce maximum speed 10 KTS every 3,000 Ft. above ery: Maximum Altitude Loss During Malfunction Recov 300 Ft. Cruise 200 Ft. Approach 100. Maximum Flap Deflection : In Altitude Hold Mode or Coupled Approach Modes 115 KIAS. ion Operat Gear and Flap for Maximum Speed Disengage autopilot before retracting flaps. - - - - 3. 4. - - -- -- 5. SECTION 3 EMERGENCY PROCEDURES IN CASE OF AUTOPILOT MALFUNCTION: 1. Airplane Control Wheel override the autopilot. -- OPERATE as required to manually NOTES The servos may be manually overpowered at any time without damage. If pitch axis is overpowered, electric trim will automatically run in opposition to overpowering force. Manually overpowering the autopilot should be kept from to a minimum since slip clutch wear will result wer. overpo l manua of s extended period Control wheel electric trim switch and electric trim disen gage switch are inoperative with autopilot engaged. 11 September 1981 9 45 CESSNA 400B IFCS (TYPE IF-550A) 2. PILOT’S OPERATING HANDBOOK SUPPLEMENT AUTOPILOT DISENGAGE Switch (on Control Wheel ) OFF. - - PULL fl NOTE This action automatically trips autopilot ON-OF F switch OFF. If electrical malfunction still persists, turn avionics power switch OFF and, if necessary, also turn the airplane master switch OFF. SECTION 4 NORMAL PROCEDURES Q BEFORE TAKEOFF RELIABILITY TESTS: 1. Autopilot Automatic Disconnect Check (with Engine Running and Gyros Erected) PERFORM the following checks. a. TURN Knob CENTER. b. Autopilot Lateral TRIM Control CENTER. c. AP ON-OFF Rocker Switch ON and observe annunciator illuminates green on mode selector. - - 0 -- -- -- NOTE The roll servo will engage immediately. The pitch servo will engage after pitch synchronization as evidenced by the autopilot pitch command wheel coming to rest. d. e. f. FD Mode Selector Button --ENGAGE and observe annunc iator illuminates green on mode selector. Airplane Control Wheel HOLD to reduce movement. Autopilot Disconnect TEST Prior To EA FLT Button PUSH and HOLD Verify the following: (1) Flight Director Indicator OBSERVE comma nd bars are visible. (2) AP ON-OFF Switch OBSERVE disengage. (3) Autopilot Disconnect Warning Light OBSERVE yellow illumination. (4) Autopilot Disengage Horn OBSERVE ito 2 second aural tone. - - - - g. -- -- - - -- CAUTION If disengage function is nonoperational, do not use autopilot. 11 September 1981 (J) 45 CESSNA 4003 IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT h. j. Airplane Control Wheel AUTOPILOT DISENGAGE Switch PULL AFT to turn off Autopilot Disconnect Warning light. DISENGAGE and observe that FD Mode Selector Button view. of out command bars recess - - -- AUTOPILOT MODE BEFORE TAKEOFF AND LANDING: 1. 2. 3. 4. PUSH OFF. AP ON-OFF Rocker Switch MODE SELECTOR Rheostats ADJUST illumination intensities. CHECK OFF (green light MODE SELECTOR AP Annunciator extinguished). CHECK OFF (green light MODE SELECTOR FD Annunciator extinguished). -- -- - - -- IN-FLIGHT WING LEVELING: 1. 2. 3. 4. 5. 6. ADJUST. Airplane Elevator and Rudder Trim CENTERED in detent. TURN Knob ON. AP/ON-OFF ROCKER SWITCH CHECK ON (green light MODE SELECTOR AP Annunciator illuminated). ADJUST to level wings. Lateral Trim Knob ADJUST as desired. PITCH Command Wheel -- - - -- -- -- -- ALTITUDE HOLD: 1. 2. PUSH. MODE SELECTOR ALT Button CHECK ON (green light MODE SELECTOR ALT Annunciator illuminated). -- -- NOTE The autopilot ON-OFF switch must be engaged and the pitch servo synchronized, as evidenced by the autopilot pitch command wheel coming to rest, before the ALT switch can be engaged. COMMAND TURNS: 1. TURN Knob -- ROTATE as desired. CLIMB OR DESCENT: 1. 2. 3. PUSH to DISENGAGE. MODE SELECTOR ALT Button UP or DOWN as desired. ROTATE Wheel Pitch Command ADJUST as required. Rudder Trim 11 September 1981 -- -- - - 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT HEADING SELECT: 1. 2. 3. 4. Heading Selector Knob on HSI ROTATE bug to desired headin g. TURN Knob CENTERED in detent. MODE SELECTOR HDG Button PUSH. MODE SELECTOR HDG Annunciator CHECK ON (green light illuminated). NOTE -- - - - - - - Airplane will turn automatically to selected heading. VOR COUPLING: 1. 2. TURN Knob CENTERED in detent (after turning airplane heading within 135° of desired course). MODE SELECTOR NAV 1/NAV 2 Button PUSH for desired receiver. HSI Course Selector Knob (or CDI OBS Knob) SET desired VOR course. MODE SELECTOR NAV Button PUSH. MODE SELECTOR NAV Annunciator CHECK ON (green light illuminated). -- -- 3. -- 4. 5. - - - - NOTE Airplane will automatically intercept at 45° and then track the selected VOR course. The NAV mode selector switch must be turned OFF when the selected VOR course is changed, and then on again. ILS/LOC APPROACH: 1. Wing Flaps -- SELECT desired 0° to 10° approach setting. NOTE Maximum allowable flap deflection is 10° with autopilot engaged. Airspeed should be reduced to 115 KIAS prior to operation of the flaps if operating in the altitude hold mode. 2. 3. 4. Airspeed ADJUST to approach speed (95 to 115 KIAS). Rudder Trim ADJUST as required. MODE SELECTOR NAV 1/NAV 2 Button PUSH for NAV 1 receiver (or NAV 2 as desired, if optional second Glide Slope receiver is installed). MODE SELECTOR NAV 1/NAV 2 Annunciator CHEC K correct NAV ON (green light illuminated). -- -- -- 5. -- 11 September 1981 1) 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 6. PUSH for front course outbound MODE SELECTOR BC Button inbound. course back or NOTE - - If BC mode is selected, ensure that BC annunciator light illuminates green on the MODE SELECTOR. 7. HSI Course Selector Knob (or NAV 2 OBS Knob if NAV 2 is SET localizer front course heading for both front and selected) back-course approaches. PUSH for automatic intercept MODE SELECTOR NAV Button 900 of selected and ILS tracking (aircraft heading must be within course). CHECK ON (green light MODE SELECTOR NAV Annunciator illuminated). ROTATE bug for missed Heading Selector Knob on HSI heading. approach MODE SELECTOR ALT Button--PUSH upon reaching published approach altitude. CHECK ON (green light MODE SELECTOR ALT Annunciator illuminated). -- 8. 9. 10. 11. 12. - - -- -- -- NOTE As glide slope needle passes down through center posi tion, ALT annunciator will deactivate automatically and GS annunciator will illuminate. Autopilot can only cap ture glide slope from below beam center. ALT engaged is not required to capture glide slope. 13. 14. OFF at final approach fix if MODE SELECTOR ALT Button pitch command wheel autopilot Adjust localizer approach only. for proper descent. EXTEND by outer marker. Landing Gear -- - - NOTE Airspeed should be reduced to 115 KIAS prior to operating the gear if operating in the altitude hold mode. 15. 16. AUTOPILOT DISENGAGE Switch (Control Wheel)- OFF before descending below 200 feet above ground, or extending flaps more than 100. EXTEND as REQUIRED after landing is assured. Wing Flaps 11 September 1981 - - - 13 45 CESSNA 4003 IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT MISSED APPROACH; 1. Control Wheel GA Switch PRESS. -- NOTE Autopilot will disengage and an autopilot diseng age warning horn will produce a short tone lasting from 1 to 2 seconds with decreasing amplitude. Flight Directo r will automatically engage to provide a preset pitch up climb attitude and wings level command. All other modes will be cancelled. 2. Control Wheel! Elevator Trim Switch OPERATE as necessary to satisfy command signals. Power and Cowl Flaps SET as required for climb. Landing Gear and Wing Flaps RETRACT. Rudder Trim ADJUST as required. Heading Bug on HSI VERIFY set for missed approach heading. Control Wheel GA Switch PRESS to disengage GA mode. Autopilot ON-OFF Switch ON if 200 feet or more above ground. MODE SELECTOR AP Annunciator CHECK ON (green light illuminated). MODE SELECTOR HDG Button PUSH. MODE SELECTOR HDG Annunciator CHECK ON (green light illuminated). PITCH Command Wheel ROTATE for desired climb attitude. -- 3. 4. 5. 6. 7. 8. 9. -- -- -- -- -- -- -- 10. 11. -- -- 12. -- 0 FLIGHT DIRECTOR MODE BEFORE TAKEOFF AND LANDING: 1. 2. 3. AP ON-OFF Rocker Switch PUSH OFF. MODE SELECTOR Rheostats ADJUST illumination intensities. MODE SELECTOR AP Annunciator CHECK OFF (green light extinguished). MODE SELECTOR FD Annunciator CHECK OFF (green light extinguished). -- -- -- 4. -- 11 September 1981 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT CLIMB: 1. 2. 3. ESTABLISH. Airplane Climb Attitude PUSH ON and observe that MODE SELECTOR FD Button command bars appear on FD Indicator. CHECK ON (green light MODE SELECTOR PD Annunciator illuminated). -- -- -- NOTE If pitch command bar is not aligned in pitch with the symbolic aircraft, readjust flight director indicator’s sym bolic airplane alignment knob. 4. ( 5. ADJUST as required to center Autopilot Lateral TRIM Knob vertical command bar. OPERATE to Airplane Control Wheel/Elevator Trim Switch keep dot on symbolic airplane aligned with command bars, satisf ying command signal. - - -- NOTE If climb attitude is changed, press PITCH SYNC button on control wheel to realign pitch command bar with symbolic airplane. LEVEL FLIGHT: 1. 2. 3. PUSH. MODE SELECTOR ALT Button CHECK ON (green light MODE SELECTOR ALT Annunciator illuminated). Control Wheel/Elevator Trim Switch --OPERATE as necessary to satisfy command signal. -- -- HEADING SELECT: 1. 2. 3. Heading Selector Knob on HSI ROTATE bug to desired heading. PUSH. MODE SELECTOR HDG Button OPERATE as necessary to satisfy command Control Wheel signal. -- -- -- NOTE Airplane will not be commanded to bank more than 25° toward the selected heading. 11 September 1981 15 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT VOR INTERCEPT: 1. MODE SELECTOR NAV 1/NAV 2 Button PUSH for desired receiver. MODE SELECTOR NAV 1/NAV 2 Annunciator CHECK COR RECT NAV ON (green light illuminated). HSI Course Selector Knob (or OBS on CDI) SET desired VOR course. MODE SELECTOR NAV Button PUSH. MODE SELECTOR NAV Annunciator CHECK ON (green light illuminated). Control Wheel OPERATE as necessary to satisfy command signal. -- 2. -- 3. -- 4. 5. -- -- 6. -- NOTE Vertical command bar will lead airplane to an interce pt angle and then a smooth transition to the VOR radial. () ILS/LOC APPROACH: 1. 2. 3. Wing Flaps SELECT desired 00 to 10° approach setting. Airspeed ADJUST to initial approach speed. MODE SELECTOR NAV 1/NAV 2 Button PUSH for NAV 1 receiver (or NAV 2 as desired, if optional second Glide Slope receiver is thstalled). MODE SELECTOR NAV 1/NAV 2 Annunciator CHEC K correct NAV ON (green light illuminated). MODE SELECTOR BC Button PUSH for front course outbound or back course inbound. -- - - -- 4. -- 5. - - NOTE If BC mode is selected, ensure that BC annunciator light illuminates green on the MODE SELECTOR. 6. HSI Course Selector (or OBS on CDI if NAV 2 is selected) SET localizer front course heading for front and back-course approaches. MODE SELECTOR NAV Button PUSH. MODE SELECTOR NAV Annunciator Light CHEC K ON (green light illuminated). Heading Selector Knob on HSI SET bug for missed approach heading. MODE SELECTOR ALT Button PUSH upon reachin g published approach altitude. -- 7. 8. - - - 9. 10. - -- - - 11 September 1981 45 CESSNA 400B IFCS (TYPE IF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 11. MODE SELECTOR ALT Annunciator illuminated). -- CHECK ON (green light NOTE As glide slope needle passes through center position, the ALT annunciator will automatically go out and GS annun ciator will illuminate green. Flight director can only capture glide slope from below beam center. ALT engaged is not required to capture glide slope. 12. 13. 14. 15. OFF at final approach fix if MODE SELECTOR ALT Button wheel to establish proper trim pitch Use only. ch approa er localiz command attitude. ary to Control Wheel/Elevator Trim Switch --OPERATE as necess satisfy command signals. EXTEND by outer marker. Landing Gear EXTEND as required after landing is assured. Wing Flaps -- -- -- MISSED APPROACH: 1. Control Wheel GA Switch -- PRESS. NOTE Flight Director will disengage on all modes of operation except a preset pitch up climb attitude and wings level command. 2. 3. 4. 5. 6. 7. 8. Control Wheel/Elevator Trim--OPERATE as necessary to satisfy command signals. SET as required for climb. Power and Cowl Flaps RETRACT. Landing Gear and Wing Flaps VERIFY bug set for missed HSI on Knob r Selecto g Headin approach heading. PUSH. MODE SELECTOR HDG Button CHECK ON (green light MODE SELECTOR HDG Annunciator illuminated). OPERATE as necessary to satisfy command Control Wheel signals. - - - - -- -- -- -- SECTION 5 PERFORMANCE this avionic There is no change to the airplane performance when equipment is installed. 11 September 1981 17/(18 blank) 46 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400B AUTOPILOT (TYPE AF-550A) SUPPLEMENT CESSNA 400B NAVOMATIC AUTOPILOT (Type AF-550A) SECTION 1 GENERAL 4 ( Cessna 400B Navomatic Autopilot (Type AF-550A) is a two axis automatic flight control system that governs the positions of the ailerons and elevators to provide automatic roll and pitch stability as commanded of by the selected mode of operation. The system also provides for tracking or radials VOR of tracking and intercept any magnetic heading, automatic ILS localizer and glide slope beams, and includes automatic pitch syn chronization and trim, manual turn and pitch command, altitude hold, back course switching, Nay 1 or Nay 2 receiver selection, an automatic autopilot disengage acceleration sensor with an associated autopilot disengagement warning horn and a prior-to-flight test function. The major components in a standard 400B autopilot system consist of a control unit and accessory unit mounted side-by-side in the lower center stack of the instrument panel, a panel-mounted vacuum driven unslaved directional gyro and an attitude gyro, a remote mounted acceleration sensor with a built in “G” switch, an associated autopilot disengage warning horn, an altitude sensor, and aileron, elevator and elevator trim actuators. A heavy duty aircraft battery is also installed as standard equipment with this autopilot system. In addition, an optional unslaved HSI is offered as replacement for the standard unslaved directional gyro and two optional slaved compass systems consisting of a remote mounted flux detector, a slaving accessory unit (offered without course datum on 300 Series Radios and with, or without, course datum on 400 Series Radios), and either a slaved directional gyro or a slaved Horizontal Situation Indicator (HSI) are offered. Both the optional slaved DG and optional slaved HSI are panel-mounted and incorporate a slaving meter that monitors heading displacement error between the flux detector and the slaved DG or slaved HSI. The HSI, in addition to replacing the standard DG, also replaces the standard Course Deviation Indicator (CDI) normally installed with the navigational receiver. NOTE 400 NavfCom radios equipped with course datum aid the 11 September 1981 1 of 14 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT pilot by eliminating the need to set the DG heading bug to the desired VOR or uS course. When course datum is installed, the autopilot will automatically track the VOR or ILS course selected by the OBS on the CDI or course selector on the slaved HSI. The control unit (flight controller) and accessory unit contain most of the operating controls for the autopilot. In addition, there are three switches mounted on the pilot’s control wheel and two switch es mounted in the autopilot accessory unit. The three switches on the pilot’s control wheel provide for manual electric trim operation, autopilot diseng age and electric trim disengage. An AP NAV 1/NAV 2 switch in the autopil ot accessory unit provides for selection of the desired VOR receive r (NAV 1 or NAV 2) and a REV SNS selector switch (LOC 1 or LOG 2), also in the autopilot accessory unit, is provided to select back-course (revers e sensing) operation on the desired navigation receiver. All operating controls necessary to properly operate the 400B autopilot are shown in Figure;. An automatic autopilot disengage function (provided by the “G” switch in the acceleration sensor) will automatically diseng age the autopilot anytime the airplane pitches down at more than a norma l rate from normal flight attitude. The operational capability of the disengage function should be tested before takeoff by pressing the TEST EA FLT button, located on the accessory unit. When the TEST button is pressed with the autopilot engaged, the “G” switch in the acceler ation sensor is actuated and if the “G” switch is functional, the autopilot will diseng age, the autopilot disconnect horn will sound, and the autopilot discon nect (DISC) warning (WARN) light will illuminate yellow to advise the pilot the autopilot disengage system is operational. The autopilot will also be automatically disengaged anytim e the airplane pitches up or down more than a normal amount from a level flight attitude. In this event, the disconnect horn would sound and the disconnect light would illuminate, advising the pilot that the autopilot has disen gaged. An additional autopilot disengage feature is provided by a thermo s tatic switch which monitors the operating temperature of the aileron and elevator actuators. If the temperature becomes abnormal in either the roll or pitch actuator, the thermostatic switch opens and diseng ages the autopilot to remove power from the actuator. After approx imately 10 minutes, the switch automatically resets to close the autopi lot interlock circuit. Power can then be reapplied to the actuator by re-eng aging the AP/ ON-OFF switch. The autopilot disconnect (DISC) warning (WARN) light, on the acces 11 September 1981 46 PILOT’S OPERATING HANDBOOK SUPPLEMENT CESSNA 400B AUTOPILOT (TYPE AF-550A) aged by any sory unit, will illuminate yellow when the autopilot is diseng switch. GAGE DISEN PILOT AUTO wheel l means other than the contro autopilot disen the , means any by aged diseng is lot autopi the Whenever s with decreasing gage horn will produce a short tone lasting 1 to 2 second N) light (yellow) will (WAR g warnin nect discon lot autopi The ude. amplit l wheel AUTOPILOT remain on, until it is cancelled by pressing the contro . switch GAGE DISEN ed in the autopilot The REV SNS LOC 1/ LOC 2 selector switch, mount er back course localiz ting conduc when used accessory unit, is only localizer frequency, approaches. With the navigation receiver set to a the appropriate positioning the switch to LOC I. or LOC 2 will reverse lot or manual autopi for either on signals to provide for back course operati d, selecting installe is or indicat n situatio ntal horizo a when flight. Except Indicator ion Deviat Course the of l REV SNS LOC 1/LOC 2 causes reversa used. being is lot autopi the not or r whethe ion, (CDI) indicat 2), installed The navigation receiver selector switch (AP NAV 1/NAV rs are receive tion naviga in the autopilot accessory unit when dual either with ction conjun in operate to lot autopi installed, allows the navigation receiver. d with a heavy When this system is installed, the aircraft is supplie ent. equipm rd duty battery as standa SECTION 2 LIMITATIONS ed during airplane The following autopilot limitations must be follow operation. 1. 2. Autopilot must be OFF for takeoff and landing. during which Preflight test must be completed prior to any flight used. be to is the autopilot GED: OPERATING LIMITATIONS WITH AUTOPILOT ENGA 1. 2. 165 KIAS. Maximum Airspeed FL 180. Reduce maximum speed 10 KTS every 3,000 Ft. above Maximum Altitude Loss During Malfunction Recovery: 300 Ft. Cruise 200 Ft. Approach 100. Maximum Flap Deflection d Approach Modes: Couple or Mode Hold e Altitud In 115 KIAS. Gear Operation and Maximum Speed for Flap Disengage autopilot before retracting flaps. - - -- -- 3. 4. -- -- 5. 11 September 1981 3 46 CESSNA 4005 AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 5 6 1 8 9 10 LL! / / CONTROL UNIT C ACCESSORY UNIT 192021 24- -23 16 G-519A-1 HORIZON GYRO G-502A NON- SLAVED DG STANDARD NON- SLAVED GYRO SYSTEM G-519A-1 HORIZON GYRO IG-832C NON-SLAVED HSI OPTIONAL NON-SLAVED GYRO SYSTEM Figure 1. Cessna 400B Navomatic Autopilot (Type AF-55 0A) (Sheet 1 of 6) 11 September 1981 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 22 24 40 G-504A SLAVED DG G-519A-1 HORIZON GYRO OPTIONAL SLAVED GYRO SYSTEM 41 26 28 21 27 // 22j 35 17 15— 34 16 G-519A-J HORIZON GYRO IG-832A SLAVED HSI OPTIONAL SLAVED GYRO SYSTEM 42 43 44 CONTROL WHEEL SWITCHES Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A) (Sheet 2 of 6) 11 September 1981 5 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 1. CONTROL UNIT autopilot. 2. PITCH COMMAND WHEEL Controls pitch attitude of airplane. When rotated toward UP, airplane will pitch up. When rotated toward DWN, airplane will pitch down. Pitch attitude depends on displacement of control from level flight position. - Provides the primary switches and controls for operating the - 3. PULL TURN CONTROL KNOB When pulled out snd turned, aircraft will hank right (R) or loft (L). When in detent and pushed in intercepts and maintains sclected heading (HDG). When pulled out and in detent, acts as wing leveler. 4. LATERAL TRIM CONTROL (TRIM) When PULL-TURN knob is pulled out and centered, control is used to trim autopilot for wings level attitude. 5. AUTOPILOT ON-OFF SWITCH (API ON) Controls primary power to turn on or off the Navomatic 40DB. When the AP/ON switch is turned off, the autopilot disengage horn will produce a short tone lasting from i to 2 seconds with decreasing amplitude and autopilot disconnect light will illuminate. 6. NAVIGATION ENGAGE SWITCH (NAV) When PULL-TURN knob is pushed in, selects automatic VOR radial or localizer intercept and tracking operation. 7. ALTITUDE HOLD ENGAGE SWITCH (ALT) Selects automatic altitude hold. If aircraft is in anything but level flight, the altitude control will smoothly level the airplane and return it to the altitude existing when ALT hold switch was pressed. - - - - - 8. ACCESSORY UNIT Provides the pilot with an automatic autopilot disconnect warning light, an autopilot disconnect system self-test button for use prior to flight, a reverse sense (back-course) selector switch and a navigation receiver selector switch. 9. BACK COURSE REVERSE SENSE (REV SNS) LOC 1 OR LOC 2 SELECTOR SWITCH Used with LOC operation only. With AP switch OFF or ON, and when navigation receiver selected by AP switch (on autopilot accessory unit) is set to a localizer frequency, it reverses normal localizer needle indication on a course deviation indicator (CDI) and causes tocatizer reversed (BC) tight to illuminate. With AP switch ON (on autopilot flight controller), reverses localizer signal to autopilot. - - CAUTION When an optional horizontal situation indicator (HSI) is installed, the omni deviation bar does not reverse. However, with AP switch ON (on autopilot control unit), selection of either LOC 1 or LOC 2 will always cause the localizer signal to the autopilot to reverse for back-course operation. 10. 11. AUTOPILOT (AP) NAV 1 OR NAV 2 SELECTOR SWITCH signals from the desired navigation receiver. - Selects appropriate AUTOPILOT DISCONNECT WARNING INDICATOR LIGHT (DISC WARN) Whenever the autopilot is disengaged by any means, other than the control wheel - Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A) (Sheet 3 of 6) 11 September 1981 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT lot disconnect (DISC) warning AUTOPILOT DISENGAGE switch, the autopi lighted until it is cancelled (WARN) light will illuminate yellow and will remain DISENGAGE switch. When the by pulling aft the control wheel AUTOPILOT activated, the circuit will also autopilot disconnect DISC WARN indicator light is g horn that will produce a automatically activate an autopilot disengage warnin aing amplitude. decrea with s second 2 1 to from lasting tone short 12. 13. 14. 15. When the TEST EA FLT) AUTOPILOT DISCONNECT TEST BUTTON (TEST autopilot engaged, the “G” awitch EA FLT pushbutton is pressed and held with the the “G” switch is functional, the in the acceleration sensor is actuated and if age, the autopilot disconnect horn API ON-OFF switch will automatically diseng lot disconnect warning light will will produce a short tone and the yellow autopi aging function is operational. diseng switch the “G” pilot the advise to ate illumin - e’s Provides the pilot with a visual indication of the airplan ATTITUDE GYRO lot autopi es the provid also and earth the to t pitch and roll attitude with respec with electrical roll and pitch signals. - Moves with respect to sym GYRO HORIZON (ATTITUDE BACKGROUND) e, bolic aircraft to display actual pitch and roll attitud ft Serves as a stationary symbol of the aircraft. Aircra SYMBOLIC AIRCRAFT n the fixed betwee nship relatio the by ed display are es pitch and roll attitud symbolic aircraft and the movable background. - - 16. Provides manual positioning of SYMBOLIC AIRCRAFT ALIGNMENT KNOB s load conditions. variou under the symbolic aircraft for level flight 17. HORIZON LINE 18. e through movable index ROLL ATTITUDE INDEX Displays actual roll attitud s. degree 90 and 60 30, 20, 10, at 0, marks ce referen fixed and 19. 20. - - Provides indentification of artificial horizon. - stable visual indication of NON-SLAVED DIRECTIONAL GYRO Provides a g information to the headin al electric es provid and aircraft heading to the pilot autopilot. - DG or Moved by HDG knob on DO or PUSH a Knob on Slaved HEADING BUG heading. Bug remains set on desired select to HSI’s on Knob a SET CARD PUSH compass card when card rotates. - (22). Indicates aircraft magnetic heading on compass card 21. LUBBER LINE 22. ce to Rotates to display heading of airplane with referen COMPASS CARD lubber line (21) on DG’s or HSI. 23. 24. - - in, the heading bug (20) HEADING SELECTOR KNOB (HOG) When pushed g the HDG selector rotatin g by headin tic magne desired the to ned may be positio ot is installed with autopil the when course ILS or VOR knob. Also used to select datum. course t withou Radios 300 Series Radios or 400 Series - in, allows the pilot to GYRO ADJUSTMENT KNOB (PUSH) When pushed ond with the magnetic manually rotate the gyro compass card (22) to corresp - Figure 1. 0A) Cessna 400B Navomatic Autopilot (Type AF-55 (Sheet 4 of 6) 11 September 1981 7 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT heading indicated by the cnmpass. The unslav ed directional gyro’s (19) compass card (22) must be manually reset period ically tn cnmpensate for precessional errors in the gyro. The slaved directional gyro’s (37) compass card (22) will automatically realign itself due to the slaving features. However the slaved DG may be manually reset at any time in order to accelerate precession adjustment. 25. NON-SLAVED HORIZONTAL SITUATION INDIC ATOR (HSI) Provides a pictorial presentation of aircraft deviation relativ e to VOR radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north. The uoslaved HSI’s directi onal gyro compass card (22) must be manually reset periodically to compensate for precessional errors in the gyro. - 26. OMNI BEARING POINTER Indicates selected VOR course or localizer course on compass card (22). The selected VOR radial or localizer heading remains set on the compass card when the compass card (22) is rotated. - 27. HEADING WARNING FLAG (HDG) When flag is in view, the heading display is invalid due to interruption of either electric al or vacuum power. - 28. NAV FLAG 29. COURSE DEVIATION BAR Bar is center portion of omni bearing pointer and moves laterally to pictorially indicate relationship of aircraft to selected course. It relates in degrees of angular displacement from VOR radials or localizer beam center. - Flag is in view when the NAV receiver signal is inadequate. - 30. COURSE DEVIATION DOTS A course deviation bar displacement of 2 dots represents full scale (VOR = ±10° or LOC = ±21/2°) deviati on from beam centerline. - 31. 32. TO/FROM INDICATOR FLAG selected Course. - Indicates direction of VOR station relative to HEADING SELECTOR KNOB (PUSH/ CARD SET/A) Positions heading “bug” on compass card (22) by rotating the CARD SET knob. Pushing in and rotating the CARD SET knob sets the compass card. The “bug” (20) rotates with the compass card. Also used to select VOR or ILS course when the autopilot is installed with 300 Series Radios or 400 Series Radios withou t course datum. - 33. COURSE SELECTOR KNOB Positions omni bearing pointer (26) on the com pass card (22) by rotating the course selecto r knob. - 34. GLIDE SLOPE SCALE Indicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots, represents full scale (0.7°) deviation above or below glide slope beam centerl ine. - 35. GLIDE SLOPE FLAG reliable. - When in view, indicates glide slope receiver signal is not Figure 1. Cessna 400B Navomatic Autopilot (Type AF-550A) (Sheet 5 of 6) ii September 1981 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT 36. Indicates on glide slope scale (34) aircraft displace GLIDE SLOPE POINTER ment from glide slope beam center. 37. When properly set to agree with OPTIONAL SLAVED DIRECTIONAL GYRO the magnetic compass, the slaved DG will provide a magnetically stabilized visual indication of aircraft heading and also provides electrical heading infor mation to the autopilot. The slaved DG eliminates the need to manually compen sate for precessional errors in the gyro since the slaving motor will keep the card aligned with the earth’s magnetic field. 38. Displays visual indication of heading indicator GYRO SLAVING INDICATOR 450 and flux detector synchronization. When slaving needle is aligned with the right index on the DG or HSI, it shows that the heading indicator agrees with the aircraft magnetic heading. Off-center pointer deflections show the direction of the heading indicator error relative to aircraft magnetic heading. The slaved HSI’s (41) compass CARD SET knob (32) or the slaved DG’s gyro adjustment knob (24) may be used at any time to more rapidly accomplish synchronization of the heading indicator reading with magnetic heading as indicated by the slaving indicator. 39. When pushed in the heading bug (20) HEADING SELECTOR KNOB (PUSH/a) may be positioned to the desired magnetic heading by rotating the PUSlIk2 selector knob. Also used to select VOR or ILS course when autopilot is installed with a 300 Series Radio or 400 Series Radios without course datum. 40. When out of view, indicates adequate slaving SLAVING OFF WARNING FLAG voltage. When in view, indicates absent or low slaving voltage. 41. SLAVED HORIZONTAL SITUATION INDICATOR (HSI) Provides a pictorial presentation of aircraft deviation relative to VOR radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north. The slaving feature associated with the HSI’s directional gyro compass card (22) eliminates the need to manually compensate for precessional errors in the gyro. However, the slaved compass card may be manually reset at any time in order to accelerate precessional adjustment. 42. When moved forward to DN position, moves the ELECTRIC TRIM SWITCH etevator trim tab in the “nose-down” direction; conversely, pulling the switch aft to the up position, moves the tab in the “nose-up” direction. Electric trim switch is only operational with autopilot AP/ ON-OFF switch OFF. 43. ELECTRIC TRIM DISENGAGE SWITCH When pulled aft to the OFF position, disengages the electric trim system. A secondary disengagement of electric trim is provided by a TRIM/PULL OFF circuit breaker; pullout to remove all electrical power from the electric trim system. 44. AUTOPILOT DISENGAGE SWITCH When momentarily pulled aft to the OFF position, trips primary AP ON/OFF switch to OFF and removes all electrical power from the system. Autopilot will remain OFF until primary AP ON/OFF switch (5) is turned ON even though the switch (44) is spring loaded to return to ON when released. - - - - - - - - - Figure 1, Cessna 400B Navomatie Autopilot (Type AF-550A) (Sheet 6 of 6) 11 September 1981 9 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES ( IN CASE OF AUTOPILOT MALFUNCTION: 1. Airplane Control Wheel override the autopilot. -- OPERATE as required to manually NOTES The servos may be manually overpowered at any time without damage. If pitch axis is overpowered, electric trim will automatically run in opposition to overpowering force. Manually overpowering the autopilot should be kept to a minimum since slip clutch wear will result from extended periods of manual overpower. Control wheel electric trim switch and electric trim disen gage switch are inoperative with autopilot engaged. 2. AUTOPILOT DISENGAGE Switch (on Control Wheel) OFF. - - PULL NOTE This action automatically trips autopilot ON-OFF switch OFF. If electrical malfunction still persists, turn avionics power switch OFF and, if necessary, also turn the airplane master switch OFF. SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF RELIABILITY TESTS: 1. Autopilot Automatic Disconnect Check (with Engine Running and Gyros Erected) PERFORM the following checks. a. PULL-TURN Knob CENTER and PULL OUT. b. Autopilot Lateral TRIM Control CENTER. c. AP ON-OFF Rocker Switch ON. - - -- - - - - NOTE The roll servo will engage immediately. The pitch servo will engage after pitch synchronization as evidenced by the autopilot pitch command wheel coming to rest. 11 September 1981 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT d. e. f. HOLD to reduce movement. Airplane Control Wheel PUSH Prior To EA FLT Button TEST nect Autopilot Discon and HOLD. Verify the following: OBSERVE disengage to (1) AP ON-OFF Rocker Switch n. OFF positio OBSERVE yellow (2) Autopilot DISC WARN Light ation. illumin OBSERVE 1 to 2 second (3) Autopilot Disengage Horn tone. aural - - - - -- -- -- CAUTION If disengage function is nonoperational, do not use autopi lot. GAGE Switch g. Airplane Control Wheel AUTOPILOT DISEN PULL to turn off autopilot DISC WARN light. BEFORE TAKEOFF AND LANDING: 1. 2. PUSH OFF. AP ON-OFF Rocker Switch REV SNS LOC 1/LOC 2 Switch (on Autopilot Accessory Unit) OFF. ADJUST. Airplane Elevator and Rudder Trim CENTER and PULL OUT. PULL-TURN Knob PUSH ON. AP ON-OFF ROCKER SWITCH ADJUST to level wings. Lateral TRIM Knob ADJUST as desired. Pitch Command Wheel - - - - -- - - - - ALTITUDE HOLD: 1. ALT Rocker Switch - - PUSH to hold altitude. NOTES the The autopilot ON-OFF switch must be engaged and ot autopil the by ced eviden , as onized synchr pitch servo pitch command wheel coming to rest, before the ALT switch can be engaged. a Altitude Hold mode will automatically disengage on d. capture is slope glide coupled ILS approach when the ADJUST. 2. Airplane Rudder Trim ADJUST to level wings. 3. Lateral TRIM COMMAND TURNS: - - - 1. - -- IN-FLIGHT WINGS LEVELING: 1. 2. 3. 4. 5. - - PULL-TURN Knob 11 September 1981 - - PULL OUT and ROTATE as desired. -- 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) PILOT’S OPERATING HANDBOOK SUPPLEMENT CLIMB OR DESCENT: 1. 2. 3. ALT Rocker Switch DISENGAGE. Pitch Command Wheel ROTATE UP or DOWN as desired. Rudder Trim ADJUST as required. -- - - - - HEADING SELECT: 1. 2. PUSH Knob on DG or HSI SET to aircraft magnetic heading. HDG Knob on DG or CARD SET Knob on HSI ROTATE bug to desired heading. NAV Rocker Switch OFF. PULL-TURN Knob PUSH IN. -- -- 3. 4. - - -- NOTE Airplane will turn automatically to selected heading. VOR COUPLING: 1. 2. 3. PULL-TURN Knob PULL OUT. AP NAV 1/ NAV 2 Selector Switch (on Autopilot Accessory Unit)-SET to desired VOR receiver. Nay Indicator OBS or Course Selector Knob on HSI SET VOR course. HDG Knob on DG or CARD SET Knob on HSI (300 or 400 Nay! Corn Radios without Course Datum Only) ROTATE bug to agree with OBS. PULL-TURN Knob PUSH IN. NAV Rocker Switch ON (within 135° of desired heading). NOTE -- -- 4. - - 5. 6. -- -- Airplane will automatically intercept and then track the selected VOR course. The NAV rocker switch must be turned OFF when the selected VOR course is changed and then ON again. ILS/LOC APPROACH: 1. Wing Flaps -- SELECT desired 0° to 10° approach setting. NOTE Maximum allowable flap deflection is 10° with autopilot engaged. Airspeed should be reduced to 115 KIAS prior to operation of the flaps if operating in the altitude hold mode. 11 September 1981 C 46 PILOT’S OPERATING HANDBOOK SUPPLEMENT 2. 3. 4. 5. 6. CESSNA 4003 AUTOPILOT (TYPE AF-550A) ADJUST to approach speed (95 to 115 KIAS). Airspeed ADJUST as required. Rudder Trim PULL out and turn airplane to within 300 to PULL-TURN KNOB 450 of localizer heading. A/P NAV 1/NAV 2 Selector Switch (on Autopilot Accessory Unit) --SET for NAV 1 receiver (or NAV 2 as desired, if optional second Glide Slope receiver is installed). REV SNS LOC 1/LOC 2 Selector Switch (on Autopilot Accessory SELECT only if intercepting localizer front course out Unit) bound or back course inbound. -- -- -- - - CAUTION When Rev SNS switch is placed in the LOC 1 or LOC 2 position (on Autopilot Accessory Unit), and a localizer frequency is selected, the CDI on the selected Nay radio will be reversed even when the autopilot switch is OFF. NOTE Selection of LOC 1 or LOC 2 will only reverse the vertical needle on a Course Deviation Indicator. When the optional Horizontal Situation Indicator is installed, operation of the HSI needle is unaffected by the selection of LOC 1 or LOC 2. However, selection of LOC 1 or LOC 2 (correspond ing to the selected A/P NAV 1/NAV 2 switch position) will always cause the localizer signal to the autopilot to reverse for back-course operation. 7. 8. SET to Nay Indicator OBS or Course Selector Knob on HSI course back and front both for heading course front localizer approaches. HDG Knob on DG or CARD SET Knob on HSI (300 or 400 Nay! Corn ROTATE bug to localizer Radios without Course Datum Only) appropriate). as outbound or (inbound course PUSH. PULL-TURN Knob ON for automatic intercept and ILS track NAV Rocker Switch -- - - 9. 10. 11. - - -- ing. HDG Knob on DG or CARD SET Knob on HSI (400 Nay/Corn ROTATE bug to missed Radios with Course Datum Only) approach heading. ON when at published approach altitude. ALT Rocker Switch -- 12. - - NOTE Autopilot can only capture glide slope from below beam center. 11 September 1981 13 46 CESSNA 400B AUTOPILOT (TYPE AF-550A) 13. PILOT’S OPERATING HANDBOOK SUPPLEMENT ALT Rocker Switch: CHECK AUTOMATIC DISENGAGEMENT at glide slope capture. OFF AT FINAL APPROACH FIX if localizer approa ch only. Autopilot PITCH Command Wheel ADJUST for proper descent if localizer approach only. Landing Gear EXTEND by outer marker. -- - - 14. - - 15. -- NOTE Airspeed should be reduced to 115 KIAS prior to operati on of the gear if operating in the altitude hold mode. 16. AUTOPILOT DISENGAGE SWITCH (on Control Wheel ) OFF before descending below 200 feet above ground, extend ing flaps more than 100, or when executing missed approach. Wing Flaps EXTEND as required after landing is assured. - - 17. -- SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. 0 0 C 11 September 1981 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK PRESELECT ALERTING/ ! ENCODING SUPPLEMENT SUPPLEMENT CESSNA $00 ALTITUDE ENCODING (Type EA-801A) WITH ALTITUDE ALERTING/PRESELECT (Type AA-801A) SECTION 1 GENERAL \_ The Cessna 800 encoding altimeter (Type EA-801A) is an electrically driven instrument that senses airplane altitude and provides the pilot with a visual display of the altitude. It also includes an optical encoder which automatically produces a logic code corresponding to the sensed altitude. This code is supplied to the Air Traffic Control Radar Beacon System transponder in the airplane to generate replies to Mode C (altitude reporting) interrogations from the ground radar. A second altitude infor mation output from the altimeter can be coupled to airplane accessory equipment such as an altitude alerter or an autopilot altitude preselector circuit. The altitude alerter (Type AA-8OLA) is an accessory unit used with the Cessna 800 encoding altimeter to supply a preselected altitude capture signal to arm the altitude hold function of the Integrated Flight Control System. It also provides visual and aural warnings as the airplane approaches and then deviates from the selected altitude. ( ‘- with The encoding altimeter is a panel-mounted barometric altimeter and dial a by displayed is Altitude feet. +35,000 to of -1000 range an altitude which a digital readout. The dial is graduated in 10 numerical divisions every 20 represent increments of 100 feet, with subdivision markings for altitude of feet 1000 every for feet; the dial pointer completes one revolution of increments in altitude airplane displays readout digital The change. of jumping and lag ced Friction-indu hundreds and thousands of feet only. motor the display is reduced by the use of a combined aneroid sensor and the that insure unit the in circuits driven display. Electronic damping power is When overshoot. no with rapidly changes altitude follows display 11 September 1981 1 of 8 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING! ALERTING! PRESELECT SUPPLEMENT removed from the altimeter, a striped warning flag appear s across the digital altitude display to indicate a “power-off” conditi on. The local altimeter setting is set into the altimeter with a manually operated baroset knob, and is displayed on a four-digit readou t, either in inches of mercury or in millibars (as ordered). The altimet er setting does not affect the output of the optical encoder, since the encoder is always referenced to standard pressure (sea level; 29.92 inches of mercury or 1013.2 millibars). Except for introducing the altimeter setting with the baroset knob, operation of the altimeter is completely automatic. The baroset knob and the display indicators are shown in Figure 1. The altitude alerter is a panel-mounted unit which includes all of the operating controls and indicators and the preselector logic circuits. Altitude information for use in the altitude alerter is supplie d electroni cally from the encoding altimeter. Three Minilever switch es, mounted on the front panel of the unit, are used to select any altitud betwee e n 100 feet and the aircraft’s maximum service ceiling in 100-foot increm ents; the selected altitude is displayed on a digital readout. The presele ctor control and indicators and an ALERT indicator are also included on the front panel of the unit. All controls and indicators for the altitude alerter are shown in Figure 2. The altitude capture function is selected by a white pushbutton switch (ARM) which energizes the preselector logic circuits. For altitud e capture function operation, the Integrated Flight Control System must be turned on but not engaged in a vertical mode (altitude hold or glide slope coupled). When the Minilever switches are set to the desired altitude and the white ARM pushbutton is pushed in, an amber ARMD panel lamp lights to indicate that the function is “armed.” When the airplane reache s the selected altitude, the amber ARMD lamp turns off, and a green CPLD panel lamp on the alerter and the altitude hold (ALT) lamp on the flight director mode selector lights to indicate that altitude hold mode is operati onal. If the Minilever switehes are repositioned after the presele ctor has been armed but before altitude hold is engaged, the logic circuits are reset and must be rearmed by again pushing in the ARM switch. The alert function consists of a three-lamp display and an associa ted one-second aural tone. The green indicator lamp (ALERT) lights when the airplane altitude is within ±300 feet of the selected altitud e. When the airplane enters an altitude band from 300 to 1000 feet above or below the selected altitude, the amber HI ALERT or LO ALER T lamp lights and simultaneously, a one-second tone is heard. The one-second aural annun ciator is only activated whenever the amber altitude band is entered, or the green altitude band is departed. There is no audible annunciator when the green band is entered, or when the amber altitude band is departed. 11 September 1981 — 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING! ALERTING! PRESELECT SUPPLEMENT 1. 2. 3. 4. indi ZERO-TO-THOUSAND FOOT ALTITUDE DISPLAY POINTER -Directly cates airplane altitude between 0 and 1000 feet; for altitudes above 1000 feet, indicates last three digits of altitude (ones, tens, and hundreds). ALTITUDE READOUT Displays altitude above 100 feet on three-section coun a ter in increments of 10,000, 1000, and 100 feet. When altitude is below 10,000 feet, diagonally striped flag appears in 10,000-foot window. - in 10 ZERO-TO-THOUSAND FOOT ALTITUDE DISPLAY DIAL Calibrated numerical graduations which represent increments of 100 feet; the subdivisions of each graduation represent increments of 20 feet. - in the ALTIMETER SETTING SCALE Indicates selected altimeter setting to 1050 range of 27.9 to 31.0 inches of mercury on the standard altimeter or 950 millibars on the optional altimeter. - 5. rotation BAROSET KNOB Used to set in local altimeter setting; clockwise increases setting, counterclockwise rotation decreases setting. 6. Appears across altitude readout when power POWER-OFF WARNING FLAG is removed from altimeter to indicate that readout is not reliable. - Figure 1. - Cessna 800 Encoding Altimeter Indicator (Type EA-801A) 11 September 1981 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING! ALERTING! PRESELECT SUPPLEMENT 0 2 C 1. ALTITUDE SELECTOR AND DISPLAY Three minilever switches select desired altitude between 100 feet and the aircraft’s maximum service ceiling in 100-foot increments. Digital readout displays selected altitude. Black/white flag in first window, when visible, indicates selected altitude is less than 10,000 feet. 2. ALTITUDE CAPTURE CONTROL AND INDICATORS two-lamp indicator which operate as follows: - - Selector switch and ARM Pushhutton Switch Arms altitude capture function of Alerter, pro vided Integrated Flight Control System is turned on and not already engaged in a vertical mode (altitude hold or glide slope coupled), and altitude selector switches are set to desired altitude. ARMD AMBER LAMP Lights when ARM pushbuttoo switch is pushed in to indicate that altitude capture function of flight director is engaged; remains lighted until altitude is captured. CPLD Green Lamp Lights when airplane reaches selected altitude and Integrated Flight Control System altitude hold mode is automatically engaged. - - - 3. ALTITUDE ALERT INDICATOR Three-lamp indicator which operates within a preestahlished alert range on either side of the selected altitude, as follows: - ALERT Green Lamp Lights when airplane altitude is within ahout 300 feet of the selected altitude. HI ALERT Amher Lamp Lights when airplane altitude is about 1000 feet ahove the selected alert altitude during descent or when deviating hy about 300 feet above alert altitude after reaching altitude. LO ALERT Amber Lamp Lights when airplane altitude is about 1000 feet below the selected alert altitude during climb or when deviating by ahout 300 feet below alert altitude after reaching altitude. NOTE A one-second aural tone is heard when the airplane enters either amber band from above or below the altitude alert range, or departs from the green band. - - - Figure 2. 4 Cessna 800 Altitude Alerter Indicator (Type AA-801A) 11 September 1981 C 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING! ALERTING! PRESELECT SUPPLEMENT SECTION 2 LIM ITATIONS There is no change to the airplane limitations when this avionic equipment is installed. However, the encoding altimeter used in this installation does have a limitation that requires a standard barometric altimeter be installed as a back-up altimeter. Also, the altitude alerter must not be used to identify the MDA (Minimum Descent Altitude) or DH (Decision Height) during an instrument approach. SECTION 3 EMERGENCY PROCEDURES ENCODING ALTIMETER FAILURE (WARNING FLAG SHOWING): 1. 2. CHECK IN. Encoding Altimeter Circuit Breaker If warning flag is still showing, use the standby barometric altimeter. - - SECTION 4 NORMAL PROCEDURES ALTIMETER OPERATION: 1. 2. TURN as necessary to set readout to local Baroset Knob altimeter setting. VERIFY that flag is not in view. Power-off Warning Flag -- -- I WARNING I Do not attempt to use altimeter indication for flight information if warning flag is in view. Flag indicates that power has been removed from altimeter. 3. Altitude Display Below 1000 feet read altitude on display pointer and dial. Above 1000 feet, read altitude on altitude readout plus pointer and dial indication (for example. for an altitude of 12.630 feet, read 12,600 feet on readout; read 630 feet on pointer and dial). -- ALTITUDE ENCODING AND ACCESSORY OPERATION: Operation of the altitude encoding and accessory information func tions of the altimeter is completely automatic as soon as power is applied 11 September 1981 5 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING/ALERTING/PRESELECT SUPPLEMENT to the altimeter and the warning flag is out of view. However, for transmission of the altitude information to the ground controller, the MODE C (ALT) function must be selected on the transponder. ALTITUDE ALERT: NOTE The altitude alerter must be used with a properly function ing 800 encoding altimeter for all operation. The altitude preselect function is usable only when the airplane is equipped with the Integrated Flight Control System. During flight, altitude alert operation of the altitude alerter is auto matic within the preestablished alert range. Operation may be verified on the ground as follows: 1. Turn on airplane master and avionics power switches. Altimeter power-off warning flag should disappear. NOTE When using the encoding altimeter to simulate altitude inputs, no altitudes below 100 feet shall be used for testing. If the combination of station altitude (near sea level) and pressure presents a below 100 foot situation, then preset lowest obtainable altitude (above 100 feet) on altimeter and perform the upper range of the test specified in steps 5 and 6. Following this test, preset the altitude alerter for 1100 to 1500 feet above the previous preset altitude, and then perform steps 3 and 4 for the lower altitude portion of the test. 2. 3. 4. 5. 6. Set altitude selector switches to slightly more than 1000 feet above altitude indicated on the encoding altimeter. Altitude is displayed on readout. Begin to turn altimeter baroset knob to set altimeter reading to agree with selected altitude. When altitude reading reaches about 1000 feet below selected altitude, a one-second tone is heard and amber LO ALERT lamp lights. Continue to turn baroset knob toward selected altitude. When altitude reading is within about 300 feet of selected altitude, the LO ALERT lamp goes out and the green ALERT lamp lights. Continue to turn baroset knob for altitude above selected altitude by about 300 feet. Green lamp goes out, one-second tone is heard, and amber HI ALERT lamp lights. Continue to turn baroset knob until altitude reading reaches about 11 September 1981 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING/ALERTING! PRESELECT SUPPLEMENT 7. 8. 1000 feet above alert range. Just as altitude leaves alert range, the HI ALERT lamp goes out. Turn baroset knob to reset altimeter as required. Turn off power, power-off warning flag appears. ALTITUDE CAPTURE: Altitude capture operation may be verified on the ground as follows: C l. 2. 3. 4. 5. ( 6. 7. Turn on airplane master and avionics power switches. Power-off warning flag on altimeter should disappear. Turn on Integrated Flight Control System by pushing in the FD button on the mode selector and verify that ALT HOLD is not selected. Set altitude selector switches to desired altitude; altitude is dis played on readout. Push in ARM pushbutton switch. Amber ARMD lamp lights. Turn altimeter baroset knob to set altimeter reading to displayed alerter altitude. When altimeter reaches approximate selected altitude, ARMD lamp goes out and green CPLD lamp lights. The altitude hold indicator lamp on the flight director mode selector will also light. Turn baroset knob to reset altimeter as required. Turn off power switehes. Power-off warning flag appears and all indicator lamps go out. ALTITUDE CAPTURE OPERATING NOTES: CAUTION The altitude alerter used in this system is not designed to identify the MDA (Minimum Descent Altitude) or DR (Decision Height) while making an instrument approach. Therefore, the alerter should never be used during an instrument approach to identify the MDA or DR. 1. 2. 3. If the altitude selector switches are moved to a new positiofl after the ARM pushbutton has been pushed in but before the altitude is captured, the alerter logic is reset and the ARM pushbutton must be pushed again to enable the new altitude. After altitude capture, and altitude hold mode is established; if the airplane leaves the selected altitude, the green CPLD lamp will remain lit. The altitude deviation will be indicated by the altitude ALERT lamps and the discrepancy between the selected altitude displayed on the alerter and the airplane altitude displayed by the altimeter. If the altitude selector switches are set to a different altitude after altitude capture, the Integrated Flight Control System will remain 11 September 1981 47 CESSNA 800 ALTITUDE PILOT’S OPERATING HANDBOOK ENCODING! ALERTING! PRESELECT SUPPLEMENT 4. in the altitude hold mode but the green CPLD lamp will go out to indicate that the altitude displayed is not the altitude at which the airplane is being held. If the altitude hold is manually selected ontheflightdirectormodc selector prior to automatic altitude capture, the ARMD lamp will go out, the CPLD lamp will not light, and the capture logic circuits will have to be reset for the next use. The function may be reset after altitude hold is disengaged. , ( ) SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. ( 0 0 8 11 September 1981
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