Cessna TURBO CENTURION T210M 1978 Pilot Operating Handbook page 157

CESSNA
MODELT210M
SECTION 7
AIRPLANE
&
SYSTEMS DESCRIPTIONS
and a maximum (red line) of 36.5 inches of mercury.
The fuel flow indicator is the right half of a dual-indicating instrument
mounted above the tachometer. The indicator is a fuel pressure gage
calibrated to indicate the approximate pounds per hour of fuel being
metered to the engine. The normal cruise range (green arc) is from 36 to 120
pounds per hour, the normal climb range (white arc) is from 120 to 162
pounds per hour, the minimum (red line) is 3.0 PSI, and the maximum (red
line) is 186 pounds per hour (19.5 PSI).
An economy mixture (EQT) indicator is available for the airplane and
is located on the left side of the instrument panel. A thermocouple probe in
the exhaust manifold (right side of engine) measures exhaust gas tempera-
ture and transmits it to the indicator. The indicator serves as a visual aid to
the pilot in adjusting cruise mixture. Exhaust gas temperature varies with
- fuel-to-air ratio, power, and RPM. However, the difference between the
peak EGT and the EGT at the cruise mixture setting is essentially constant
and this provides a useful leaning aid. The indicator is equipped with a
manually positioned reference pointer.
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full
range of use. It is, however, suggested that cruising be accomplished at
70% to 80% power until a total of 50 hours has accumulated or oil
consumption has stabilized. This will ensure proper seating of the rings.
The airplane is delivered from the factory with corrosion preventive
oil in the engine.
If,
during the first 25 hours, oil must be added, use only
aviation grade straight mineral oil conforming to Specification No. MIL-
L-6082.
ENGINE OIL SYSTEM
Oil for engine lubrication, propeller governor operation, and turbo-
charger system control is supplied from a sump on the bottom of the
engine. The capacity of the engine sump is 10 quarts ( one additional quart
is contained in the engine oil filter). Oil is drawn from the sump through a
filter screen on the end of a pickup tube to the engine-driven oil pump. Oil
from the pump passes through the full flow oil filter to the turbocharger
system controls, a pressure relief valve at the rear of the right oil gallery,
and a thermostatically controlled oil cooler. Oil from the cooler is then
circulated to the left gallery and propeller governor. The engine parts and
turbocharger are then lubricated by oil from the galleries. After lubricat-
ing the engine, the oil returns to the sump by gravity, and oil from the
turbocharger is returned to the sump by a scavenger pump. The oil filter
adapter is equipped with a bypass valve which will cause lubricating oil to
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