Cessna 210 poh pdf download

Dispite operating the manually-operated back-up pump, the main landing gear remained in the 'up' position. The passenger was co-owner of the aircraft with the.

Sep 11, Turbo Centurion II. Feb 9, AAIU- Issue date: 27 March Status: Final. Safety Investigation Report The Cessna Centurion is a six-seat,. Common Name: Cessna Type: High performance four to six seat light single engine aircraft. Aug 7, Aircraft flight manual and instructions. Some differences in operation may be observed when comparing the information in this manual to earlier or later software versions.

Our company has developed one of the most sought after and successful STC's in the The non- turbocharged T. Drawings, Installation Instructions and. STC Paperwork. Obika, Lumumba Thutmose O. This study AK [ 3] SBD Dauntless. Affiliates and Resellers. Use at Own Risk. Try to get them via a full-size PC or Mac. Also, certain 'private browsing' modes and similar web browser setttings may cause resources to be unreachable.

Important Notice! Users are expressly cautioned to review any material or information received via this site carefully before use, and are advised to make such changes as they find appropriate. By accepting any checklist or other resource available on or via this website for use, the user agrees on behalf of his, her or its heirs, agents, successors, affiliates, beneficiaries and assigns, to indemnify and hold harmless the author and his heirs, agents, successors, affiliates, beneficiaries and assigns, from and against all liability occasioned directly or indirectly by the use of this checklist by any person.

Support those that support the aviation community! Tell others about this website. Respect the hard work and copyright of the creators of this material. 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 airplanes individual moments and dividing the sum by the total weight.

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 is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Maximum Ramp Weight is the maximum weight approved for ground maneuver.

It includes the weight of start, taxi and runup fuel. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Tare is the weight of chocks, blocks, stands, etc. Tare is deducted from the scale reading to obtain the actual net airplane weight. Page Observ Administratio Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilots Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options.

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. Cessna Model No. Full Flap Operating Range. Lower limit is maximum weight V in landing configu ration. Upper limit is maximum speed per missible with flaps extended.

Normal Operating Range. Lower limit is maximum weight V5 at most forward C. Upper limit is maxi mum structural cruising speed. Continuous: BHP rating. Continuous: RPM. Maximum Manifold Pressure, 5 Minutes Takeoff: Continuous: 35 inches Hg.

Maximum Oil Temperature: F 1 16 C. Oil Pressure, Minimum: 10 psi. Maximum: psi. Fuel Pressure, Minimum: 3. Maximum: Fuel Grade: See Fuel Limitations. High: Maximum Takeoff Weight: lbs. Maximum Landing Weight: lbs. Maximum Weight in Baggage Compartment: Baggage Forward of wheel well on folded down aft seat Station 89 to : lbs. Aft: Reference Datum: Lower portion of front face of firewall. 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 Aerobatic maneuvers, including spins, are not approved.

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. 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.

Total Fuel: 90 U. Usable Fuel all flight conditions : 87 U. Unusable Fuel: 3 U. When switching from dry tank, turn auxiliary fuel pump on momentarily. Use of left or right tank only is reserved for level flight. Approved Landing Range: 0 to 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 Pilots Operating Handbook and FAA Approved Airplane Flight Manual.

No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. A calibration card must be provided to indicate the accuracy of the magnetic compass in increments.

SEE P. SviiIahIe :. A iI:Nkt Federal. 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 ssiili snelt conditions I SI S Flfecuse Sepicinher Oflice al lie Regional Conusel.

I 2ili Street. Don, Sr.. Aerospace Ritanteer, USA. Aittetidatent 35I 1l35 Fl?. MaccIt 1, AD i35M51 1 ss as the resuli ofa ret etc ssf the resluireittettts br.

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 FAAatspros cut AFNt to speciR procertnres that. Need mr thin Cnrrcctin,i 1 lie AD incorrectly states am paragraph lall I of Al 95ItsIl that: tperatiisn with laps cxteniled cami result ni a rerlneed ssnig ruingleoRrutack.

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. As stated earlier. Fxicnsirsn isf laps that results in a reduced anglemsfaoaek can change the relaiionsli it of tIme extent of icr on the tipper and losser snrtiices of the is ing. For exanitsle.

I howeser. Cnrrrctinn ni Puhshicntinn 1 Ins document elarires the intent of the previously discossesl s isnal cue in paragraph I a st AD tt5 II. This docunient also aslcls lie anscadoietit to seetsius Since this actiisn only clarifies tIme dnseripuon ofa visnal cue in AD 9h-tt5-tl. Airerati iation satcic. Saldis r-ss:ss-,.

I 06 gl. Section Amendment 63 FR 11 5 9. March 4. I 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. Ice osrcaeroperacor 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 elteec of cite tttodifteaticctc, alceraciccic, or repair on cite tctcsalhi cccccdiciccu addressed by ticis AD: acid, if cite ttttsati, ecsnditicccc itas cccct been elincinatcd. Cnmplinnce: Rcqccicesl as itcdccaced a cIte body of titis. Ticis cttav ice aeccccccplislcccl liv ttttencctcsf. Sec crc cecccg ttaay rescclc frccccc ettvirouttaeatai eccuclctcous otttsicie if cicccse for cricich ice airplane to eertilieated. Fliglct icc fceeiccg raid, lreezittg driecie.

TIck icr acay not be sited using cite ice protccciocc sastetas. 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. 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. Droplets that splash or splatter on itispact at teittgeratnrcs hehosv It degrees elsuis autbicst air temperature.

Folule ses crc icing say lurut at tetageratares as cold as IS degrees Celsius. I the i istial cues soecifled is the Lsuitatioas Section otthc Aliil for itlcuti fvise ses ci c clog eoschitiotts ate tshsened, aeeouiplisli time liillosvisg: lsaocdiaiely reqtiest priority liauillisg frost Air TratOe 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 dtlIieulties.

Do sot cttgage lie aitiottiloi. If the an vipilot is engaeeil. Itohl lie eumroh sslieel thritilv and disrtigage the autopilot. If as rususual roll resposse or uucotttsiasded roll eoutrol sitisesiettt is obscrscd.

Do stit extend Ottps tx-lies lttsldisg is iriug cosititioss, Operat itst ivitli lags extended eait result is a reduced tying ttitgle of-attack. Isoteeted area. L lie Ilags are esieitded. FoI ci Special ftigltt perutits stay be issued iii aceordattve sviili seetstitts 21,1 17 attd 21, tif lie Federal Asiatitsit Reguhatuitts CFR 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. Misssturi Fite request shah he Forwarded iltrough ott appropriate FA. Stuall Airplane Directorate. NOFE 3: lalorutattos couceotiog lice existettee of appros ed aitertiatis e titethods of eostphiattcc svitht this AD.

Ceutral Region. Roost ItOh C. I 2tlt Street. Kansas Citr. Missouri n-liItb. 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. Throttle IDLE. Ignition Switch OFF. Master Switch OFF.

Airspeed 85 KIAS. Auxiliary Fuel Pump ON. 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.

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. Mixture OFF pull out. Doors OFF when landing is assured. Brakes Airspeed. Airspeed Landing Gear 30 on final approach. Touchdown OFF. Brakes Heavy Objects in baggage area UP. Landing Gear If necessary, open window and flood cabin to equalize pressure so doors can be opened. 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.

Master Switch OFF except overhead vents. Cabin Heat and Air Airspeed KIAS If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture. 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.

Master Switch ON. 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. Radar Altimeter if installed OFF. Radar if installed OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible.

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 RPM with the propeller control, and then rapidly move the control full forward.

Watch for signs of induction air filter ice and regain manifold pressure by increasing the throttle setting. 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. 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.

Open the window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. Use a 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. 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.

Airspeed Climb 5 knots faster and approach 7 knots faster than normal or consult appropriate table th Section 5. Altitude Cruise feet higher and approach 70 feet higher than normal. If symptoms persist, select opposite tank for 30 seconds, then switch back to previous single tank. Gear Down Light ON master switch on. Landing Gear Lever UP. Wing Flaps 30 on final approach. Mixture OFF. Ignition Switch OFF pull out. Airplane Engine Runway NOTE If sod runway is rough or soft, plan a wheels-up landing.

Alternator OFF. 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. Master Switch OFF both sides. Landing Gear UP. During landing gear extension KIAS. After landing gear is fully extended Airspeeds: KIAS. 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.

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 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 should be established as quickly as possible. While gliding toward a 20, 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. 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.

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 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. 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 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. 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.

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. 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:. Extend landing gear. Reduce power to set up a to ft 1mm rate of descent. Adjust mixture for smooth operation. Adjust the elevator and rudder trim control wheels for a stabilized descent at 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. 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 KIAS. Adjust the elevator trim control to maintain a 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.

An inadvertent encounter. The best procedure, of course, is to turn back or change altitude to escape icing conditions. 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 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 feet occur near stall reads low and up to 14 knots and 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. Should an inadvert ent spin occur, the following recovery technique may be used: 1.

Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. Premature relaxation of the control inputs may extend the recov ery. 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.

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.

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. 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. To avoid these areas of rough engine operation. 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. 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. 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.

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.

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. 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.

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. 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. The landing gear lever must be in the down position with the detent engaged. If efforts to extend and lock 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.

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. Then proceed in accordance with the checklist. 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. 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. 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 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.

Momentary illumination and? 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? 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.

Normal procedures associated with optional systems can be found in Section 9. 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. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces.