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SECTION 4
NORMAL PROCEDURES
CESSNA
MODELT210M
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 voltage
regulator 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 voltage regulator are operating
properly.
TAKEOFF
POWER CHECK
It is important to check takeoff power early in the takeoff run. 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
propeller tips. When takeoffs must be made over a gravel
surface,
it is very
important that the throttle be advanced slowly. This allows the
airpla
ne 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 lbs/hr 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 178-186
lbs/hr.
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
made as required in other flight conditions to maintain a fixed throttle
setting.
WING FLAP SETTINGS
For normal takeoffs, use of 10° flaps is preferred since it results in
4-16
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