~

1960
~ESSNA
210
OWNER'S
MANUAL
 IMPORTANT
Since the original issue of this manual, procedures have been
adopted for fuel system emergencies. These procedures are
described below.

FUEL SYSTEM EMERGENCY OPERATION

In the event of an engine-driven fuel pump failure,

turn the auxiliary fuel pump switch to "HIGH." This
will supply sufficient fuel flow for cruising flight; how-
ever , the mixture control must be reset. Land as soon
as practical if' fuel flow indication remains below normal.

A prolonged sideslip in the direction of the fuel tank

in use, or a prolonged steep descent can cause engine
fuel starvation if the fuel quantity is low since the fuel
tank outlet port may be uncovered.
NOTE
When fuel quantity is low, do not descend at
rates in excess of 1000 fpm with flaps retracted
or 500 fpm with flaps extended.

The quickest recovery of fuel flow to the engine can

be accomplished in the following manner:

(1) Level the aircraft.

(2) Push mixture control to full rich.
(3) Push throttle full forward.
(4) Turn auxiliary fuel pump switch to "JilGH."

Engine operation should resume within six seconds

if this procedure is executed promptly.

Pl90A-13-RGI-100-3/96
Congratulations . . . . . . . . . .
Welcome to the ranks of Cessna owners! Your Cessna has been de-
signed and constructed to give you the most in performance, economy,
and comfort. You will find flying it, either for business or pleasure, a
pleasant and profitable experience.
This Owner's Manual has been prepared as a guide to help you get
the most pleasure and utility from your airplane. It contains informa-
tion about your Cessna's equipment, operating procedures, and per-
formance; and suggestions for its servicing and 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. World-wide, the Cessna Dealer Organization backed by
the Cessna Service Department stands ready to serve you. The follow-
ing services are offered only by your Cessna Dealer:
1) FACTORY TRAINED MECHANICS to provide you
with courteous expert service.
2) FACTORY APPROVED SERVICE EQUIPMENT to
provide you with the most efficient and accurate workman-
ship possible.
3) A STOCK OF GENUINE CESSNA SERVICE PARTS on
hand when you need them.
4) THE LATEST AUTHORITATIVE INFORMATION
FOR SERVICING CESSNA AIRPLANES, since Cessna
Dealers have all of the Service Manuals and Parts Catalogs,
kept current by Service Letters and Service News Letters
published by Cessna Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to
the fullest.
A current Cessna Dealer Directory accompanies your new airplane.
The Directory is revised frequently, and a current copy can be ob-
tained from your Cessna Dealer. Make your Directory one of your
cross-country flight planning aids; a warm welcome awaits you at
every Cessna Dealer.

i
 4'-4"

210
PRln(IPRL DlffiEnSIOns

i-----------~35'.7''---------------,

*If a rotating beacon is installed, add approximately 2-1/2 inches.

ii
 TABLE OF CONTENTS
=======================================================Page=::==
SECTION I - DESCRIPTION . . . . . . 1-1

SECTION II - OPERATING CHECK LIST 2-1

SECTION III - OPERATING DETAILS . 3-1

SECTION IV - OPERATING LIMITATIONS 4-1

SECTION V - CARE OF THE AIRPLANE . 5-1
SECTION VI - PERFORMANCE DATA 6-1

ALPHABETICAL INDEX . . . . . . . . Index-1

iii
.....
..,:

1. Flap Position Indicator 9. Circuit Breakers

2. Compass Correction Card 10.
3. Flight and Navigation Instruments ll.
4. Check List 12. Engine Controls and Instruments
5. Radio Space (Optional) 13. Hydraulic Controls
6. Fuel and Oil Gages 14. ADF Indicator
7. Cylinder Head Temperature Indicator 15. Optional Radio Space
8. Suction Gage 16. Headphone Jack

INSTRUMENT PANEL
 Description

DESCRIPTION
This section describes the various systems and accessories of your
Cessna 210, and the operation and function of the various controls. Not
all equipment items and appointments are discussed, however. Many need
no explanation, while separate manuals discuss certain items of optional
equipment such as radio sets, in greater detail than would be practical in
this book.

POWER PLANT ments of arc corresponding to the

The Cessna 210 is powered by a
Continental I0-470-E six-cylinder,
horizontally-opposed, air-cooled en-
gine with Continental continuous-
flow fuel injection. The engine has
a displacement of 471 cubic inches
and a compression ratio of 8. 6 to 1
and develops 260 horsepower at 2625
rpm. The engine is approved for
100/130 fuel only.
The propeller is a single-acting,
hydraulic constant-speed type with
two forged aluminum blades, con-
trolled by an engine -driven governor.
FUEL PRESSURE GAGE
Since the fuel pressure gage used
with the Continental injection sys-
tem indicates metered fuel pressure;
i.e. , the pressure at which fuel is
delivered to the spray nozzles, fuel
pressure at this point correlates di-
rectly with fuel flow, and the gage is
used primarily as a fuel flowmeter.
The gage dial is marked with seg-
proper fuel pressures for various
power settings, so that it may be
used to set the mixture quickly and
accurately. The pressure gage on
the Cessna 210 has cruise power set -
tings on its low-pressure portion and
take-off pressure settings for various
altitudes on its high pressure por -
tion. The take-off markings repre-
sent maximum -performance take-
off mixtures for the altitudes shown,
making it practical to lean the mix-
ture on a high-altitude take-off.
In the cruise power range, the low-
pressure edge of each segment is
the normal-lean setting and the high-
pressure edge is the best-power set-
ting, for that percentage of power.
In the take -off and climb range, each
segment represents a maximum-
power mixture for an altitude range;
the low-pressure edge is the setting
for the marked altitude and the high-
pressure edge is the setting for a
thousand feet lower. The sea-level
segment represents a full-rich take-
off power range.

1-1
Description
COWL FLAPS
Satisfactory engine performance
depends upon operation within tern -
perature limitations, indicated by
the green arc on the cylinder head
temperature and oil temperature
gages. Since engine temperatures
depend upon the flow of air passing
over the cylinders and through the
oil cooler, the control of this air is
important. Cowl flaps permit a
means for manually controlling the
cylinder head and oil temperatures.
The position of the cowl flaps con-
trol is dependent on many factors;
outside air temperature, engine pow-
er being used, attitude of aircraft,
etc. Therefore, no fixed position
can be recommended for the various
phases of flight operation. Exper-
ience will be the best guide for de-
1-2
FUEL PRESSURE
SETTINGS
termining cowl flaps settings.
The cowl flaps are controlled by a
lever on the instrument panel. The
cowl flaps lever has four detent posi-
tions; full open, half open, one-
quarter open, and full closed. To
change position, move the lever to
the left, out of the detent notch, then
reposition. Make sure the lever
moves into the detent notch at the
new position.
Normally, cowl flaps are operated
as follows:
(a) During taxi, takeoff, and maxi-
mum performance climb, the cowl
flaps are normally placed in the full
open position to provide maximum
air flow for cooling. However, in
cold weather conditions, the cowl
flaps control should be set in the
detent which will maintain the cy-

Under head temperatures within
the normal operating range.
(b) In cruising flight in average
outside air temperatures, the cowl
flaps control is normally placed in
either the full closed or the alter-
nate cruise (1/ 4 open) position to
maintain cylinder head tempera-
tures at approximately the mid
range of the green arc. During hot
weather operation, it is preferable
to use the 1/4 or 1/2 cowl flaps
position to keep the cylinder head
temperature in this preferred range
(350° to 410°). Although cruising
may be done with cylinder head
temperatures in the upper part of
the green arc range, it is preferable
as a general practice, to use lower
cruising head temperatures.
(c) During descents, the cowl flaps
control should be set to maintain
the cylinder head temperatures
within the green arc on the cylinder
head temperature gage in so far as
practical. Closing the cowl flaps
will prevent the engine from cool-
ing down as rapidly as would be
experienced with the cowl flaps
partially or fully open.
AIR INDUCTION
Normally, engine air induction is
through a filter in the rear engine
baffle. Alternate air, heated by an
exhaust stack muff, is supplied auto-
matically by spring-loaded doors
which are opened by atmospheric
pressure if the filter is obstructed.
Heated air also may be supplied at
will by pulling out the manual con-
Description
trol marked "INDUCTION HOT AIR. "
Use of the manual control is discus-
sed in Section m.
Regular servicing of the induction
air filter is essential. See the serv-
icing diagram in Section VI for filter
servicing instructions.
ENGINE CONTROLS
The engine controls: throttle, pro-
peller control, mixture control, cowl
flaps and induction hot air; and the
ignition, starter and electric pump
switches, are grouped in the lower
center of the instrument panel. The
throttle, propeller and mixture con-
trols are push-pull, with locking but-
tons in the ends of the knobs which
are pressed in to release the locks.
Fine adjustments are made by ro-
tating the knobs, without releasing
the locks. The induction hot air con-
trol is a push-pull type with a locking
button in the knob.
The ignition switch is a convention-
al key-operated switch. The starter
switch is a momentary-contact push-
button with a red-colored guard.
ENGINE INSTRUMENTS
The three primary engine instru-
ments - manifold pressure, tach -
ometer and fuel pressure - are cen-
tered immediately above their re-
spective controls. The manifold
pressure gage and tachometer are
conventional instruments and func-
tion in the usual manner.
The Model 210 uses electric oil
temperature and optional induction
air temperature gages powered from
the airplane bus bar. The cylinder
1-3
Description

1. Starter Switch
ENGINE CONTROLS 2. Strainer Drain Knob
3. Master Switch
4. Switch
5. Control
6. Induction Hot Air Control
7. Auxtliary Fuel Pump Switch
8. Throttle
9. Manifold Pressure
10. Propeller Governor
11. Tachometer
12. Fuel Pressure Gage
13, Generator Warning Light
14. Mixture Control
15. Cowl Flaps Lever

--- --~~=----------------
--= 10
--- =
--- ----
9

---
----
-
--
head temperature gage is a self-
powered thermocouple-type instru-
ment, and the oil pressure gage is
a Bourdon-tube direct-reading in-
strument.
FUEL SYSTEM
Fuel is supplied to the engine from
two tanks of 32. 5 gallons total capa-
city each, in the wings. Fuel is fed
by gravity flow through a selector
valve to the engine-driven pump, by-
passing the electric pumps when they
are not operating. The tanks are
filled through openings fitted with
flush-type caps, in the upper wing
skins. Tank capacities in U.S., Im-
perial and metric measure, and fuel
specification are given in the servic-
ing table on the inside back cover of
this book.
FUEL SELECTOR VALVE HANDLE
Both the fuel feed and vapor return

1-4
 Description

FUEL QUANTITY INDICATORS

LEFT~
~ Wi '~] RIGHT

/
'
FILLER CAP FILLER CAP

AUX.
FUEL

c==]
CODE
FUEL SUPPLY
EXCESS FUEL
AND VAPOR
,t
/'-_ / HIGH

MECHANICAL
J~OFF~
LINKAGE ~LowV
AUX. PRIME
ELECTRICAL FUEL ·
CONNECTION PUMP

THROTTLE ~ FUEL UNIT

~--tJ--
AIR THROTTLE

FUEl SYSTEM
SCHEMATIC

FUEL NOZZLES

1-5
Description
lines for each tank go through the
selector valve, so that fuel returns
to the tank from which it is drawn.
The selector valve has left tank, off
and right tank positions only.
The placarded position to which the
valve handle points indicates the po-
sition of the valve.
FUEL STRAINERS AND DRAINS
Finger-type strainers are fitted
in the outlets of the fuel tanks; and a
drainable strainer, operated from
the cabin, is mounted in the nose-
wheel well. The fuel metering unit
also has a strainer in its inlet. The
strainer drain knob should be pulled
for a few seconds before each flight
to drain off possible accumulated
sediment and water. Drain plugs are
fitted in the bottoms of each fuel tank
and the fuel selector valve. Instruc-
tions are given inSection Vfor drain-
ing the fuel tank sumps and fuel lines
and for cleaning the fuel strainer-
ers.
FUEL GAGES
Separate electric gages indicate the
quantity of fuel in each tank. The
gages, powered from the bus bar,
are of the thermal type and must be
given a few seconds to reach operat-
ing temperature after turning on the
master switch before they may be
read accurately.
The tank sending units are set so
that the gage reads empty when the
fuel level is down to five gallons or
less since the last five gallons is un -
usable in the most adverse flight at-
titudes.
1-6
AUXILIARY FUEL PUMP SWITCH
The auxiliary fuel pump switch con-
trols both of the electric auxiliary
pumps which supply fuel pressure
for starting and engine operation if
the engine-driven pump should fail.
The switch has three positions:
"HIGH'' "0 FF" and "LOW - PRIME. "
The "LOW-PRIME" position oper-
ates only one pump, providing suf-
ficient fuel for priming, starting and
vapor purging. The "HIGH" posi-
tion operates both pumps, giving suf-
ficient pressure to maintain flight.
However, the auxiliary system is not
used during normal operation be-
cause with the engine-driven pump
functioning, it produces a fuel/air
ratio considerably richer than best
power.
NOTE
If the electric pumps are turned
on with the engine stopped, the
intake manifolds will be flooded
unless the mixture control is in
idle cut-off.
OIL SYSTEM
The I0-470-E engine uses a wet-
sump, full-pressure oil system with
a thermostat-controlled, integral
oil cooler. The oil filler cap and
dipstick are located on the left side
of the engine and may be reached
through access doors in the cowl-
ing. The forward door opens over
the filler neck and the rear door be-
side the dipstick. Oil quantities and
specifications are listed in the ser-
vicing table.

OIL DILUTION
For easier starting in extremely
low temperatures, an oil dilution
system may be installed as optional
equipment. A solenoid -actuated
valve, controlled by a switch on the
instrument panel, permits fuel to
flow into the oil system, reducing
the viscosity of the oil so that it does
not congeal when chilled. Detailed
operating instructions for oil dilu-
tion contained in Section III should
be followed faithfully, since improper
use of oil dilution can be harmful.
OIL FILTER
A Winslow replaceable - element
oil filter is optional equipment on
the Cessna 210. The filter is a full-
flow type, with an automatic bypass,
and replaces the standard engine oil
pressure screen. The servicing dia-
gram in Section V gives recommend-
ed element replacement intervals.
ELECTRICAL SYSTEM
Power for the lights, radio and
electric controls and instruments
is supplied by an engine-driven gen-
erator and a 12-volt battery. The
standard generator is of 35-ampere
capacity; a 50-ampere generator is
optional equipment. Power from the
generator or battery is distributed
through a master switch and bus bar.
The individual circuits are pro-
tected from faults and overloads by
circuit breakers. Because of their
importance to flight safety, the stall
warning, flap position indicator, gen-
erator charge indicator, and turn-
Description
and-bank indicator circuits are pro-
tected by an automatic-reset circuit
breaker. All other breakers are
push-to-reset type and are located
on the instrument panel. .
The master switch disconnects both
the battery and the generator from
the bus, making all elecb:ic circuits
inoperative except the self-powered
magnetos and the thermocouple cy-
linder-head temperature indicator.
The generator charge light burns
whenever the generator is discon-
nected from the bus by the voltage
regulator. It is not an indicator of
the battery condition. When the light
is burning it indicates that operat-
electrical equipment is drawing
current from the battery.
The generator charge light will
burn whenever the engine is run be-
low generator cut-in speed, or if a
fault should develop in the system
resulting in low generator output.
GROUND SERVICE RECEPTACLE
An optional ground-service recep-
tacle, accepting a standard AN plug,
may be used for equipment checks
and cold-weather starting. The aux-
iliary power unit must be negative-
ground, to agree with the airplane
system polarity. With auxiliary
power connected, the bus is ener-
gized whether the master switch is
on or off. When the auxiliary power
unit is to be used, the master switch
should be left off until the plug has
been pulled.
FLIGHT CONTROLS
The Cessna 210 is equipped with
1-7
Description

6
O IOo
Number under circuit stoll warning
breaker denotes ifs
GENERATOR omperoge capacity.
A flop position ond
furn & bank ind.

rotating beacon
jopt)

GENERATOR ond
WARNING stoll warning heot
lopt)
LIGHT
A
L;~g--To landing lights

VOLTAGE REGULATOR Af
LIGHT

10
NAV
To cigoret!e lighters
To oil dilution Joptj

•
I
LIGHT To navigotion lights

landing gear
STARTER
SWITCH
........ rodio joptj

f+--:-;::===~~R~E~LA~Y~
rodio l_opfj
EXTERNAL
POWER
radio !optJ
(OPT)

gear
timit switches
BATTERY SOLENOID BATTERY

ELECTRIC POWER DISTRIBUTION

1-8

normal wheel -and pedal primary
flight controls, with trimming de-
vices for the elevator and rudder.
Full dual controls are optional.
The controls lock, which secures
the ailerons and elevators, should
be installed on the control wheel
shaft when the airplane is parked.
The controls lock has a large, red
metal flag which covers the ignition
switch. The lock should be kept in
the map compartment.
TRIM CONTROLS
The airplane's longitudinal trim
is adjusted by an elevator tab, con-
trolled by a handwheel on the control
tunnel between the front seats. Di-
rectional trim is changed by a bungee
system which increases tension on
the proper rudder cable to trim the
rudder in the desired direction. The
\
NOSE DOWN
NOSE
r 1-9
Description
bungee is set by a knob on the con-
trol tunnel, back of the tab wheel.
FLAPS
The wing flaps are operated hy-
draulically by the same system which
operates the landing gear. They are
controlled by a lever on the hydraulic
control unit in the lower center of
the instrument panel. Flap deflec-
tion is shown by an electric indica-
tor on the instrument panel. The
flaps may be stopped in any desired
position by releasing the flap con-
trol handle which is spring-loaded
to return to its center (off) position.
RECOMMENDED FLAP SETTINGS
Normal Take-off. . . . . . . 0°
High-Performance Take-off. . 20°
Landing. . . . . . . . . 0° - 40°
TRIM CONTROLS
RIGHT
Description
Residual pressure in the hydraulic
accumulator is sufficient to operate
the flaps through several cycles,
even though the engine is stopped.
NOTE
Do not use external locks between
the flaps and ailerons, because
accidental operation of the flaps
could cause structural damage
to both flaps and ailerons.
FLIGHT INSTRUMENTS
The flight and navigation instru-
ments - airspeed, altimeter, rate-
of-climb, and optional electric turn-
and-bank and vacuum directional
and attitude gyros - are mounted on
the shock-mounted instrument panel,
directly in front of the pilot. The
shock-mounted panel has provisions
for mounting additional instruments
such as ADF, omni and ILS indica-
tors. The magnetic compass is lo-
cated on the windshield center strip
and an outside air temperature gage
is incorporated in the right over-
head cold air vent. For accurate
outside air temperature readings,
the ventilator should be open slightly.
Pressures for the airspeed, alti-
meter and rate-of-climb indicator
are picked up by a pitot mast under
the left wing and a static port on each
side of the fuselage just forward of
the baggage door. An electrically-
heated pitot tube is optional.
STALL WARNING SYSTEM
Warning of an impending stall, 5 to
10 mph ahead of the stall, is given
1-10
by an electric horn triggered by a
sensing switch on the leading edge
of the left wing. The unit has no
silencing switch which might be le.ft
off by mistake, and since it is trig-
gered by changes in air flow over
the leading edge of the wing, it is
equally effective at any gross weight,
attitude or altitude. This system
is in operation whenever the master
switch is turned on.
Under safe flight conditions, you
should hear the warning horn only
briefly on landing; and usually there
will be no signal on a properly-ex-
ecuted landing, due to ground effect.
The unit will signal on the ground
only occasionally when you are taxi-
ing in high surface winds.
A heated sensing switch is included
when the heated pitot head is install-
ed as optional equipment. Both the
stall warning and pitot heaters are
controlled by the pitot heat switch.
LANDING GEAR
The retractable tricycle landing
gear of the Cessna 210 is essentially
the familiar LAND-0-MATIC spring
gear. It is extended and retracted
by hydraulic actuators, powered by
an engine-driven hydraulic pump and
a pressure accumulator. The nose
gear retracts forward and up and the
main gear rotates aft and up, into
wells under the fuselage.
Both the main and nose gear have
positive mechanical up and down
locks, operated by separate hydrau-
lic actuators. Limit switches con-
trol two position - indicator lights
whfch show that the gear is either

up or down and locked. The limit
switches are connected in series,
so that all three gears must be lock-
ed before either indicator light comes
on. The indicator lights are the
press-to-test type. The gear down
indicator light (green) has two test
positions; with the light pushed in
approximately half - way ( throttle
pulled out) the gear warning horn
should sound intermittently, and
with the light pushed full in, the light
should illuminate. The gear up in-
dicator light (red) has only one test
position; with the light pushed full
~ydrauli~
=coNTROLs=
Description
in, it should illuminate. These tests
assure proper operation of gear po-
sition indicator lights and warning
horn. The indicator lights also con-
tain dimming shutters for night op-
eration. To dim the lights, turn the
lens holder on the lights clockwise.
For daytime operation, the lights
should be full bright.
As an additional reminder that the
landing gear is retracted, a warn-
horn sounds intermittently when-
ever the throttle is retarded with the
gear up.
The landing gear wheels are fully
1-11
Description
enclosed by doors which open to per -
mit the gear to pass, then close once
more, on both the extension and re-
traction cycles. The nosegear strut
doors remain open when the nose
gear is extended; all other doors
close after the gear extends. Ex-
cept for the nose gear strut doors,
which are linked mechanically to the
strut, all the landing gear doors are
operated by hydraulic actuators.
The gear operating sequence, in-
cluding opening and closing the doors,
is completely automatic.
NOTE
It is possible for the landing gear
doors to creep open slightly after
you shut down and leave the air-
plane if the master switch is turn-
ed off within three minutes after
actuating the landing gear. Usu-
ally, however, the time required
for landing, taxiing to the tie-
down location, and engine shut-
down will eliminate the pressure
build-up which causes this oc-
curence.
GEAR POSITION HANDLE
The gear position handle has two
neutral positions, slightly above
center for gear-up and slightly be-
low center for gear-down, which give
a mechanical indication of the gear
position. From either position, the
handle must be pulled out to clear a
detent before it can be repositioned.
Pulling the handle out sets the door
opening circuit; however, opera-
tion of the gear and doors will not
begin until the handle has been re-
1-12
positioned. To reposition the gear,
the handle is pulled out and moved
to the desired position, then re-
leased. A detent holds the handle
in the operating position until the
cycle is completed, then the handle
automatically returns to neutral.
A safety switch, actuated by the
nose gear strut, restricts the gear
position handle to prevent inadvertent
retraction, whenever the nose strut
is compressed by the weight of the
airplane.
EMERGENCY HAND PUMP
For emergency use if the hydraulic
system fails, the hydraulic control
unit contains a manual pump which
may be used to extend the gear and
operate the flaps. The system fluid
reservoir is arranged to retain suf-
ficient fluid to extend the gear and
flaps with the hand pump if a failure
between the engine-driven pump and
the reservoir results in fluid loss.
See Section III, Page 3-9 for operat-
ing instructions.
BRAKES
Standard single-disc brakes on the
main wheels are operated by con-
ventional toe brakes on the rudder
pedals. The brakes may be set for
parking by turning the parking brake
handle straight down and pulling it
out. If desired, additional pressure
may be applied with the brake pedals
as the handle is pulled out.
To release the parking brake, turn
the parking brake handle to the right
1/4 turn and return it to its stowed
position.

STEERING
The Cessna 210's nose wheel is
steerable through the rudder pedals
in an arc of 12 degrees, after which
it becomes free-swiveling up to 30
degrees, on each side of center.
The steering linkage is arranged
to straighten the nose wheel as the
gear retracts, even though some
rudder is being carried. You need
not neutralize the rudder to retract
the gear.
INTERIOR LIGHTS
The instrument panel is lighted by
a red overhead floodlight controlled
by a rheostat switch. The compass
is lighted individually, but controlled
by the instrument light rheostat.
Radio dial lights in some radio in-
stallations are controlled by a rheo-
stat switch similar to the instru-
ment light control.
A white dome light in the cabin
DOME LIGHT
DOME LIGHT SWITCH
INSTRUMENT PANEL LIGHT
Description
ceiling, controlled by a slide switch
on the light fixture, provides general
cabin illumination. Since there is no
partition between the cabin and bag-
gage compartment, thP dome light
will light that area also.
A map light is available as optional
equipment. Mounted on the left front
doorpost, the map light may be turn-
ed to any desired direction and its
white beam is adjustable from flood
to spot. It is controlled by a switch
on the doorpost.
EXTERIOR LIGHTS
Conventional wing and tail p,si-
tion lights are controlled by a three-
position push-pull switch and a flash-
er. The full-in position of the switch
is off, the intermediate position is
steady-on and full-out is the flash-
ing position. To comply with Civil
Air Regulations, only the steady posi-
tion should be used when the optional
rotating beacon is operating. The
two wing tip lights are equipped with
plastic detectors which glow when the
lights are on.
An optional rotating beacon may be
installed on the tip of the vertical
stabilizer, to serve as an anti-col-
lision light.
NOTE
The rotating beacon should be
turned off in clouds or haze to
avoid a distracting glare.
Two sealed-beam landing lights
are mounted behind a plastic window
in the leading edge of the left wing.
One light is aimed for proper il-
1-13
Description

lumination of the runway while land-
ing and taking off, and the other is
aimed to illuminate the for
taxiing. The first position of the
push-pull landing light switch lights
the taxi beam and the second posi-
tion lights both beams. For night
take-off and landing, both beams
should be used, but only the taxi
beam should be used for taxiing,
to conserve battery power.
HEATING SYSTEM
Fresh air for heating the cabin is
supplied by two sources: an air in-
take in the rear engine baffle and a
manifold heater air intake. Both

HEATING AND VENTILATION SYSTEM

REAR COLD AIR VENTS
FORWARD CABIN AIR VENTS

CABIN

/
/

. . . ,,r
/'-

'- --,'
-/

CABIN HEATER DUCT

FRONT COLD AIR VENT

1-14

sources are connected to a muang
valve, from which the air is led to
outlets above the rudder pedals, at
each front door post,and to the wind-
shield defroster outlet.
The knob marked "CABIN AIR"
regulates the volume of air. The
knob marked "CABIN HEAT" pro-
portions the amount of hot and cool
air entering the cabin and is used to
vary the temperature of this air.
The defroster control knob operates
a damper in the defroster outlet. Ro-
tating the defroster knob will deflect
air over the inside surface of the
windshield. The temperature of this
air and its volume is determined by
the setting of the cabin air and cabin
heat control knobs.
For warmed air (20° -30° above
outside air temperature), push the
cabin air knob in. To raise the air
temperature, pull the cabin heat knob
out. To shut off all air flow, push
the heat knob in and pull the air knob
out.
NOTE
Always push the heat knob in be-
fore pulling the air knob out, to
avoid overheating the heater duct.
The temperature of the air passing
through the heating system will al-
ways be above the outside air tem-
perature. Therefore, for maximum
cabin cooling, use cabin ventilators
with the cabin heat system shut off.
CABIN VENTILATORS
Cold air ventilation is provided
by six outlets; four overhead and
Description
two in the sides of the fuselage just
ahead of the doorposts. All six
outlets are individually-controlled,
and are so placed that there is a
separate cold air supply for each
occupant.
Two ventilator outlets are installed
in the upper corners of the wind-
shield. These ventilators are open-
ed by pulling them out, and they may
be rotated to direct the air as de-
sired. The volume of air is regulat-
ed by the amount each ventilator is
pulled out.
The ventilators in the sides of the
fuselage and in the ceiling just ahead
of the rear doorposts have ball-and-
socket-type outlets which may be
turned to direct the air as desired.
The volume of air from each outlet
is regulated by rotating a knurled
ring on its rim, which operates a
damper in the outlet nozzle.
CABIN DOORS AND WINDOWS
The cabin doors have flush-type
handles and the left door has a key-
operated lock. The inside handles
may be used to lock the doors from
the inside, by rotating them forward
and down.
All of the windows except the pilot's
storm win::Iow in the left door are
fixed and permanently seated. The
storm window is hinged at the top
and secured with a rotating latch.
A spring-loaded limit arm holds the
window open.
MISCELLANEOUS
EQUIPMENT
The Cessna 210 has seats for four
1-15
Description
passengers: two individual seats
in front and a removable, two-pas-
senger seat in back.
The front seats are mounted on
tracks and move fore-and-aft in-
dividually, and the angle of each seat
also is adjustable. Levers on the
front of each seat are pulled up to
adjust it: the left-hand lever oper-
ates the fore - and - aft adjustment
latches, while the right hand lever
releases the seat angle adjustment
locks.
NOTE
After adjusting the front seats,
test them to make sure they are
locked in place.
The rear seat does not move fore-
and-aft, but the angle of the seat
back is adjustable. To raise the seat
back, pull forward on the top of the
back. To lower it, pull the seat back
forward all the way, releasing the
latch mechanism; then push all the
way back to engage the latch once
more, then pull forward to the de-
sired position.
Optional contoured headrests of
padded leather may be fitted in sock-
ets on all four seat backs. When
they are not wanted, the headrests
may be pulled out of their sockets
and stored in the baggage compart-
ment.
Pockets for maps and small items
are sewed into the upholstery side
1-16
panels just ahead of the front door
posts and in the backs of the front
seats.
An electric lighter is pro-
vided in the instrument panel and an-
other in the left rear window frame.
An ash tray is recessed into each
side panel just ahead of the doorpost
and in each rear seat arm rest.
BAGGAGE COMPARTMENT
The baggage compartment, in the
area back of the rear seat, has a
maximum capacity of 120 pounds.
It is accessible from the ground,
through a door in the left side of the
fuselage, and in flight by reaching
over the rear seat. To secure bag-
gage, a net of nylon mesh is tied to
ring bolts in the upper corners of
the rear bulkhead then passed over
the baggage and tied to ring bolts
in the floor.
The baggage compartment door is
hinged at the top and braced by a
spring-loaded limit arm, so it need
not be held open for loading. The
baggage door latch is fitted with a
key-operated lock and a latch with
recessed ring-type handle. The key
must be used both to lock and unlock
the door; if left unlocked, the latch
will function normally and the door
will open and close without the key.
Clothing on hangers may be hung
free of the floor from two rings in
the ceiling behind the rear seat.
Description

1-17
Description

EXTERIOR INSPECTION

1. a. Fuel quantity - Check 4. Control Surfaces - Check. *

(master switch on). 5. a. Landing Gear - Check.
b. Control Lock - Remove. b. Fuel - Check.
c. Master and Ignition Switches c. Tie-down Chain - Remove.
- Off. 6. a. Propeller - Check.
d. Fuel Strainer Drain Knob - b. Nose Gear - Check.
Pull (hold 3 to 4 seconds). c. Oil Level - Check.
2. Airspeed Static Source - d. Air Filter - Check.
Check. e. Tie-down Rope - Remove.
.'3. a. Rudder Lock - Remove. 7. a. Pitot Cover - Remove .
b. Control Surfaces - Check. b. Fuel Tank Vents - Check.
c. Tie-down Chain - Remove.
*Slight deflection of the flaps, due to thermal expansion of fluid in the
hydraulic lines, is normal and should not be considered evidence of a
malfunction.

1-18
 Operating Check List

N \\
$'Ecr10
OPERATING CHECK LIST
This section lists the steps necessary to operate your Cessna 210 ef-
ficiently and safely, using the general format of a Pilot's Check List, though
in greater detail. Except for the operation of certain optional equipment
items and some emergency procedures, it contains in brief form the in-
formation you should need for a typical flight. Some points which warrant
further discussion are taken up again in Section III.
The check list placard on the instrument panel is intended as a re-
minder of essential safety-of-flight items, rather than an operating check
list. It has been kept as brief as possible, so that it may be referred to
quickly during the actual course of a flight.
The flight and operational characteristics of the Cessna 210 are quite
normal and you willfind that you have no wiconventional techniques to master.
All controls respond in the normal manner throughout the entire operating
range.
BEFORE ENTERING THE AIRPLANE
(1) Make. an exterior inspection in accordance with page 1-18.

BEFORE STARTING THE ENGINE

(1) Seats and Seat Belts -- adjust :ind lock.
(2) Flight Controls -- check.
(3) Brakes -- test and set.
(4) Master Switch -- on.
(5) Landing Gear - - handle neutral and down light green.
(6) Landing Gear Lights and Horn push to test.
(7) Cowl Flaps -- open.
(8) Trim Tabs -- set.
(9) Fuel Selector - fullest tank.

STARTING ENGINE
(1) Mixture -- rich.
(2) Propeller -- high RPM.
(3) Throttle -- cracked (one inch).
(4) Ignition Switch -- "BOTH."

2-1
Operating Check List

(5) Auxiliary Fuel Pump Switch -- "LOW PRIME.''

(6) Starter Button -- push (when fuel pressure reaches 2 to 2. 5 PSI).
(7) Auxiliary Fuel Pump Switch - "'OFF" (after engine starts).
BEFORE TAKE-OFF
(1) Induction Air -- cold.
(2) Throttle Setting -- 1700 RPM.
(3) Engine Instruments -- within green arc.
(4) Generator -- light out.
(5) Magnetos -- check (125 RPM maximum drop).
(6) Propeller Control -- check.
(7) Flight Controls -- recheck.
(8) Wing Flaps -- O" to 20°.
(9) Cowl Flaps -- full open.
(10) Trim Tabs -- take-off.
(11) Cabin Door -- closed and locked.
(12) Flight Instruments and Radios -- set.

TAKE-OFF
NORMAL TAKE-OFF

(1) Power -- full throttle.

(2) Elevator Control -- lift nosewheel at 60 MPH.
(3) Brakes -- after airborne apply momentarily.
(4) Landing Gear -- retract.
(5) Wing Flaps -- retract.

MAXIMUM PERFORMANCE TAKE-OFF

(1) Wing Flaps -- 20".
(2) Brakes -- apply.
(3) Power -- full throttle.
(4) Mixture -- lean for field elevation.
(5) Brakes -- release.
(6) Elevator Control -- slightly tail low.
(7) Climb Speed -- 70 MPH.
(8) Landing Gear and Flaps -- retract after obstacles are cleared.

CLIMB
NORMAL CLIMB

(1) Air Speed -- 120 to 140 MPH.

2-2
 Operating Check List

(2) Power -- 24 inches and 2450 RPM.

(3) Mixture -- lean (high pressure side of cruise fuel pressure mark-
ing on gage for power being used).
{4) Cowl Flaps -- 1/2 or full open, as required.

MAXIMUM PERFORMANCE CLIMB

(1) Air Speed -- 104 MPH (sea level) to 99 MPH (10,000 feet).
(2) Power -- full throttle and 2625 RPM.
(3) Mixture -- lean (low pressure side of climb fuel pressure mark-
ings on gage).
(4) Cowl Flaps -- full open.

CRUISING
(1) Normal Power -- 23 inches and 2300 RPM.
(2) Maximum Power -- 24 inches and 2450 RPM.
(3) Cowl Flaps -- adjust to maintain normal cylinder head temperature.
(4) Trim Tabs -- adjust.
{5) Mixture -- lean (low pressure side of cruise fuel pressure range
for power being used).

LET DOWN

(1) Mixture -- rich.

(2) Power - as desired.

BEFORE LANDING
(1) Fuel Selector -- fullest tank.
(2) Landing Gear -- down (below 160 Mph).
(3) Landing Gear Light -- green.
(4) Flaps -- down 10° (below 160 mph).
{5) Mixture -- rich.
(6) Airspeed -- 85-95 MPH (flaps retracted).
(7) Propeller -- high RPM.
(8) Flaps -- down 10° - 40° (below 110 mph).
(9) Airspeed -- 75-85 MPH (flaps extended).
(10) Trim Tabs -- adjust.

NORMAL LANDING
(1) Touch Down -- main wheels first.
(2) Landing Roll -- lower nosewheel gently.

2-3
 Operating Check List

(3) Braking minimum required.

AFTER LANDING
(1) Cowl Flaps -- full open.
(2) Wing Flaps -- retract.
(3) Mixture -- idle cut-off.
(4) Ignition Switch -- "OFF."
(5) Master Switch -- off.
(6) Brakes -- set.

2-4

\\\
"'1 c-r,oN
~$ OPERATING DETAILS
This section, in narrative form, gives detailed information on those
check list items in Section II that require further explanation.
PREFLIGHT CHECK
The exterior inspection described
in Section II is recommended for the
first flight of the day. Inspection
procedures for subsequent flights
normally are limited to brief checks
of the tail surface hinges, fuel and
oil quantity, and security of fuel and
oil filler caps. If the airplane has
been subjected to long-time storage,
recent major maintenance, or opera-
tion from marginal airports, a more
extensive exterior inspection is rec-
ommended.
After major maintenance has been
performed, the flight and trim tab
controls should be double-checked,
for free and correct movement.
The security of all inspection plates
on the airplane should be checked
following periodic inspections. If
the airplane has been waxed and pol-
ished it is a good practice to 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, fuse-
lage, and tail surfaces, as well as
damage to navigation and landing
lights, and radio antennas. Outside
storage for long periods may result
in water and obstructions in the air -
Operating Details
speed system lines, condensation
in fuel tanks, and dust and dirt on
the intake air filters and engine cool-
ing fins.
If the airplane has been operated
from muddy fields or in snow and
slush, it is necessary to check the
nosewheel and main gear wheel wells
for obstructions and cleanliness.
Operation from a gravel or cinder
field will require extra attention to
propeller tips and abrasion on lead-
ing edges of the horizontal tail. Stone
damage to the outer six inches of the
propeller tips can seriously reduce
the fatigue life of the blades.
Airplanes that are operated from
rough fields, especially at high alti-
tudes, are subjected to abnormal
landing gear abuse. A frequent check
of all components of the landing gear
retracting mechanisms, shock strut,
tires, and brake condition is im -
portant.
The interior inspection will vary
according to the mission and the
optional equipment installed. Before
high altitude flights, it is important
to check the condition and quantitv of
oxygen face masks and hoses. The
oxygen supply system should be func -
tionally checked to insure that is in
working order. The oxygen pressure
gage should indicate between 300 and
1800 PSI depending upon the antici-
3-1
Operating Details
pated requirements.
Satisfactory operation of the pitot
tube and stall warning transmitter
heating elements is determined by
turning on the heater and cautiously
feeling the heat of both devices.
If night flying is anticipated, all
exterior and interior lights should
be checked for proper illumination.
Cold weather flights involve a care-
ful check of other specific areas that
will be discussed in a separate para -
graph.
STARTING ENGINE
The use of an external power source
for starting is recommended in cold
weather, or for airplanes that are
normally used extensively in instru-
ment or night flying. With the ex-
ternal power source connected, it
is preferable to start the airplane
with the master switch off. If the
master switch is on during the en-
gine start, weak airplane batteries
will drain off part of the current sup-
plied by the external power source,
resulting in less electrical power
available for the start. After the
external power source is dis con -
nected, the master switch should
be turned on to supply power to elec-
trical equipment.
Unlike a carburetor, which sup-
plies no fuel to the engine until an
airflow has been induced by crank-
ing, the continuous-flow fuel injec-
tion system will start spraying fuel
in the intake ports as soon as the
throttle and mixture controls are
opened and the auxiliary pump is
turned on. Thus, the fuel-injection
engine needs no primer; at the same
3-2
time, if the auxiliary pump is turned
on accidentally while the engine is
stopped, with the throttle open and
the mixture rich, solid fuel will col-
lect in the intake manifolds, the quan-
tity depending on the amount of throt-
tle opening and the length of time
the pump has been operating. If
this happens, it is advisable to wait
a few minutes until this fuel drains
away through the manifold drains be-
fore starting the engine. To avoid
flooding, be sure you are ready to
crank the engine before turning on
the auxiliary pump.
Engine mis -starts characterized
by weak, intermittent explosions
followed by puffs of black smoke
from the exhaust are caused by over-
priming or flooding. This situation
is more apt to develop in hot weath-
er, or when the engine is hot. If it
occurs, repeat the starting routine
with the throttle approximately 1/2-
open, the mixture in idle cut-off and
the auxiliary pump off. As the en -
gine fires, move the mixture con-
trol to full rich and decrease the
throttle to idle.
If the engine is under-primed, as
may occur in cold weather with a
cold engine, repeat the starting pro-
cedure with the auxiliary fuel pump
switch on "HIGH" until the engine
fires.
If prolonged cranking is necessary,
allow the starter motor to cool at
frequent intervals, since excessive
heat may damage the armature.
TAXIING
In addition to the nosewheel steer-
ing, which is preferred whenever

practical, the rudder and differential
braking on the main wheels will aid
in steering. These aids are listed
in the preferred order of use.
IMPORTANT
If the airplane is parked with the
nosewheel castered in either di-
rection, initial taxiing should be
done with caution. To straighten
the nosewheel, full opposite rud-
der should be applied instead of
differential braking. After a few
feet of forward travel, the nose-
wheel will steer normally.
At some time early in the taxi run,
test the brakes and note any unusual
reaction, such as uneven braking.
If brake operation is not satisfactory,
return to the tie -down location and
correct the malfunction. The opera-
tion of the turn-and-bank indicator
and directional gyro also should be
checked during taxiing.
Most of the engine warm -up should
be done during taxiing, with just
enough power to keep the airplane
moving. Engine speed should not
exceed 1600 rpm while the oil is
cold.
In loose gravel or cinders, taxi
with low engine speeds, to avoid
abrasion and stone damage to the
propeller tips.
BEFORE TAKE-OFF
Because just prior to take-off you
usually are distracted by other im -
portant duties such as appraising
the field length, communicating with
the tower, setting up navigation radio
Operating Details
frequencies, and observing other
traffic, you should use the check list
in the airplane. Otherwise an im-
portant check item may be over-
looked.
Most of the warm up will have been
conducted during taxi, and additional
warm up before take-off should be
restricted to the checks outlined in
Section IL Since the engine is close -
ly cowled for efficient in-flight cool-
ing, precautions should be taken to
avoid overheating on the growid. Full
throttle checks on the ground are
not re com mended unless the pilot
has good reason to suspect that the
engine is not turning up properly.
Engine run-ups should not be per-
formed over loose gravel or cinders
because of possible stone damage
or abrasion to the propeller tips.
If the ignition system check pro-
duces an engine speed drop greater
than 125 RPM, the warm-up should
be continued a minute or two longer
prior to rechecking the system. If
there is doubt concerning the opera-
tion of the ignition system, checks
at higher engine speed may confirm
the seriousness of the deficiency.
In general, a drop in excess of 125
RPM with a warm engine at 1700
RPM should be considered excessive.
If instrument or night flights are
contemplated, a careful check should
be made of vacuum pump operation.
The minimum and maximum suction
limits are 3. 8 and 4. 2 inches of
mercury. The condition of the gen-
erator Ls also important since satis -
factory operation of all radio equip-
ment and electrical instruments is
essential to instrument flight. The
generator is checked by noting that
3-3
Operating Details
the warning light is out with the en-
gine speed above 1000 RPM.
A simple last-minute recheck of
important items should include a
glance to see that the mixture and
propeller pitch knobs are full in, all
flight controls have free and correct
movement, and the fuel selector is
properly positioned.
TAKE-OFF
Since the use of full throttle is not
recommended in the static run-up,
it is important to check full-throttle
engine operation early in the take-
off run. Any signs of rough engine
operation or sluggish engine ac -
celeration is good cause for discon-
tinuing the take-off. If this occurs,
you are justified in making a thorough
full-throttle static run-up before
another take-off is attempted.
For maximum engine power, the
mixture should be adjusted during
the initial take -off roll to the low
pressure side of the fuel pressure
dial range corresponding to the field
elevation. The power increase is
significant above 3000 feet and this
procedure always should be employed
for field elevations greater than 5000
feet above sea level.
Using 20° wing flaps reduces the
ground run and total distance over
the obstacle by approximately 10
per cent. Soft field take -offs are
performed with 20° flaps by lifting
the nosewheel off the ground as soon
as practicable and leaving the ground
in a slightly tail -low attitude. How-
ever. the airplane should be leveled
off immediately to accelerate to a
safe climb speed of 70 MPH.
3-4
Take -offs into strong crosswinds
normally are performed with the
minimum flap setting necessary for
the field length, to minimize the
drift angle immediately after take-
off. The airplane is accelerated
to a speed slightly higher than nor -
mal, then pulled off abruptly to pre-
vent possible settling back to the
runway while drifting. When clear
of the ground, make a coordinated
,urn into the \Vind to correct for drift.
Landing gear retraction normally
1s started after reaching the pomt
over the runway where a wheels-
down. forced landing on that runway
would become impracticable. Since
the extended landing gear produces
relatively low dr~g al normal climb
speeds. th Pre is no real advantage
in retracting the gear promptly after
take-off.
AFTER TAKE-OFF
To set up the airplane in climb
configuration, retract the landing
gear, adjust power for climb, re-
tract the wing flaps at a safe alti-
tude and airspeed, and adjust the
mixture for the power setting se-
lected.
Power reduction will vary accord-
ing to the requirements of the traffic
pattern, surrounding terrain, gross
weight, field elevation, temperature,
and engine condition. However, a
normal "after-take-off" power set-
ting is 24 inches of manifold pres -
sure and 2450 RPM.
Before retracting the landing gear,
the brakes should be applied mom-
entarily to stop wheel rotation. Cen -
trifugal force caused by the rapidly-

spinning wheel expands the diameter
of the tire. If there is an accumula-
tion of mud or ice in the wheel wells,
the rotating wheel may rub as it is
retracted into the wheel well.
CLIMB
A cruising climb at 24 inches of
manifold pressure, 2450 RPM (ap-
proximately 75% power) and 120 to
140 MPH is recommended to save
time and fuel for the overall trip.
In addition, this type of climb pro-
vides better engine cooling, less
engine wear, and more passenger
comfort due to lower noise level .
The mixture should be leaned in this
type of climb to fuel pressures on
the high pressure side of the cruis-
ing power dial range, which is ap-
proximately best power mixture. At
this setting, maximum performance
for the power selected will be ob-
tained without the high fuel consump-
tion required for cooling at higher
powers and lower climb speeds.
If it is necessary to climb rapidly
to clear mountains or reach favor-
able winds at high altitudes, the best
rate-of-climb speed should be used
with maximum power. This speed
is 104 MPH at sea level, decreasing
1/2 MPH for each 1000 feet above
sea level. During maximum -per -
formance climbs, the mixture should
be leaned to give fuel pressures on
the low pressure side of the take-off
and climb dial range to assure maxi-
m um power and sufficient engine.
cooling.
If an obstruction ahead requires
a steep climb angle, the airplane
should be flown at the best angle -
Operating Details
of-climb with flaps up and maxi-
mum power. This speed is 74 MPH
at sea level, increasing 1 MPH for
each 1000 feet above sea level.
CRUISE
Tabulated cruising information for
normal cruising power and altitudes
is presented in Section VI. These
charts are based on 55 gallons of fuel
for cruise, norm al lean mixture,
2900 pounds gross weight, zero wind,
and no fuel reserve. Allowances
for warm-up, take-off, and climb
(see page 6-3), headwinds, varia-
tions in mixture leaning technique,
and fuel reserve should be estimated,
and the endurance and range shown
in the charts should be modified ac -
cordingly.
Since the main advantage of the air-
plane over ground transportation is
speed, you usually will prefer high
cruising speeds. However, if a des-
tination is slightly out of reach in
one flight at normal cruising speeds,
it may save time and money to make
the trip non-stop at lower speed.
The cruising charts show the long
ranges obtainable with lower cruis -
ing speeds.
Normal cruising is done between
60% and 70% power. The power set-
tings required to obtain these powers
at various altitudes and outside air
temperatures can be determined by
using your Cessna 210 Power Com-
puter. A maximum cruising power
of approximately 75% is allowable
with 24 inches of manifold pressure
and 2450 RPM.
To achieve the level-flight perform -
ance shown in the cruising charts in
3-5
Operating Details
STALL SPEED, POWER OFF
- (/IUJ.U 'kle.J<jld -
2900
CONFIGURATION
11,J, .
I • 00
GEAR & FLAPS UP
I 65
GEAR DOWN FLAPS 2001 60
GEAR DOWN FLAPS 400 I 59
SPEEDS ARE MPH, TIAS
Section VI, the mixture should be
leaned to fuel pressures on the low-
pressure side of the cruise power
dial range for the desired power.
This should result in normal lean
mixtures which will yield airspeeds
only slightly below those available
at best power mixture, but with con-
siderably lower fuel consumption and,
therefore, longer range. This lean-
ing technique offers an optimum com-
promise between speed and fuel con-
sumption for normal cruising flight.
Should maximum speed be desirable
for short flights where range and
fuel consumption are less important,
the mixture should be leaned to the
high pressure side of the cruise
power range. This setting will give
approximately best power mixture;
the resulting airspeed will be about
1 MPH higher and the fuel flow will
be approximately one gallon per hour
greater than those listed in Section
VI.
3-6
z
ANGLE OF BANK
~~
20° 40°
I 67
I 75 92
I 62
I 68 84
I 61
I 67 83
If maximum range is desired, the
mixture should be leaned approxi-
mately 1 PSI below the low-pressure
edge of the dial range for the power
selected. This should result in air-
speeds approximately 5 MPH lower
than those listed in Section VI, but
with an increase in range of approxi-
mately 100 miles. At normal cruise
power (below 75% power), operation
at maximum range mixture is not
detrimental to engine life as long as
the engine is running smoothly and
the cylinder head temperature is
maintained in approximately the
middle of the green arc range.
For a given throttle setting, select
the lowest engine speed in the green
arc range that will give smooth en-
gine operation with no evidence of
engine laboring.
The fuel injection system employed
on this engine is considered to be
non-icing. In addition, the internal
location of the induction air inlet

should preclude the possibility of
impact ice covering the intake air
filter. An induction air heat sys-
tem is incorporated, however, to
assure satisfactory operation in the
unlikely event that unusual atmos-
pheric conditions should cause in-
take system icing. The induction
air handle should be left in the full
cold position for all normal opera-
tion. Should intake system icing be
encountered, the handle should be
pulled out to the full heat position.
ST ALLS
The stall characteristics are con -
ventional and aural warning is pro-
vided by a stall warning horn which
sounds betwee.n 5 and 10 MPH above
the stall in all configurations.
Power-off stall speeds at maximum
gross weight and aft c. g. position
are presented on page 3-6 as true
indicated airspeeds because indicated
airspeeds are inaccurate near the
stall.
SPINS
Intentional spins are prohibited in
this airplane. Should an inadvertent
spin occur, standard light plane re-
covery techniques should be employ-
ed.
LET -DOWN
Let-downs should be initiated suf-
ficiently before the destination is
reached to permit a gradual rate of
descent at cruising speed, using just
enough power to hold engine tern -
peratures.
Operating Details
BEFORE LANDING
In view of the relatively low drag
of the extended landing gear and the
high allowable gear down speed (160
MPH), the gear should be extended
before entering the traffic pattern.
This practice will allow you more
time to confirm that the 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 de-
tected by a slight bump as the gear
locks down, illumination of the gear
down indicator light (green), absence
of a gear warning horn with the throt-
tle retarded below 12 inches of mani-
fold pressure and visual inspection
of the main gear position. Should
the gear indicator light fail to il-
luminate, the light should be checked
for a burned out bulb by pushing to
test. A burned-out bulb can be re-
placed in flight with the bulb from
the compass light or the landing gear
up (red) indicator light.
Use the abbreviated check list in-
corporated in the placard at the top
center of the instrument panel. In
addition, a recheck of the gear down
light on final approach and verbal
confirmation such as "gear light
green" is a worthwhile practice.
LANDING
Landings are simple and conven-
tional in all respects. Either power-
off or power-approach type landings
can be executed with any flap setting.
Although power -off approaches with
full flaps are adequately steep, slips
3-7
Operating Details
are permissible if necessary.
Approach speeds should be approxi-
mately 85 95 MPH with flaps up
and 75 - 85 MPH with flaps extended.
The landing normally should be
made on the main wheels with as
little braking as practical during the
landing roll.
COLD
WEATHER OPERATION
When very cold temperatures are
anticipated, the oil should be diluted
bebre stopping the engine if external
pre-heat is not available. The start-
ing procedure is normal, although
starting can be expedited by switch-
ing the auxiliary fuel pump to ''HIGH"
position for a few seconds.
The use of an external pre -heater
and an external power source is rec-
ommended whenever possible to re-
duce wear and abuse to the engine
and the electrical system. In addi-
tion, pre-heat will thaw the oil trap-
ped in the oil cooler, which probably
will be congealed prior to starting
IOIL DILUTION TABLE
DILUTION TIME
FUEL ADDED
Maximum Sump Capacity - 16 quarts
Maximum for Take-off - 13 quarts
3-8
in extremely cold temperatures. If
external pre-heat is used, the warm-
up should be held to a minimum to
prevent recongealing the oil in the
oil cooler.
In very cold weather, no oil tern -
perature indication need be apparent
before take -off. After a suitable
warm-up period (2 to 5 minutes at
1000 RPM), the airplane is ready for
take -off if it accelerates smoothly
and the oil pressure is normal and
steady.
During let-down, observe engine
temperatures closely and carry suf-
ficient power to maintain them in
the recommended operating range.
For continuous operation in tern -
peratures consistently below 20"F,
the Cessna winterization kit, avail-
able from your Cessna Dealer, should
be installed to improve engine opera-
tion.
Oil DILUTION SYSTEM
If your airplane is equipped with
I TEMPERATURE
QOf -10 ° F -20 ° F
2 min.- - 5 min.- - 8 min.-
1 qt. 2.5 qt.- - 4 qt.-

an oil dilution system and very low
temperatures are anticipated, dilute
the oil prior to engine shut down by
energizing the oil dilution switch the
necessary time with the engine op-
erating at 1000 RPM, and with the
auxiliary fuel pump switch in the
"LOW-PRIME" position. While di-
luting the oil, the oil pressure should
be watched for any unusual fluctua-
tions that might indicate a screen
being clogged with sludge washed
down by the fuel.
NOTE
On the first operation of the oil
dilution system each season, use
the full dilution period, drain
the oil, clean the screen, refill
with new oil and redilute as re -
quired.
If the full dilution time was used,
beginning with a full oil sump (12
quarts), subsequent starts and en-
gine warm -up should be prolonged
to evaporate enough of the fuel to
lower the oil sump level to 13 quarts
prior to take -off. Otherwise, the
sump may overflow when the air-
plane is nosed up for climb.
To avoid progressive dilution of
the oil, flights of at least one hour's
duration should be made between oil
dilution operations.
OXYGEN SYSTEM
The oxygen system operation is
automatic, and no manual regula-
tion is required for change of alti-
tude or flow shut-off when the system
is not in use. To operate the system,
Operating Details
proceed as follows:
Prior to Flight
(1) Oxygen cylinder shut-off valve
-- open (full counterclockwise).
(2) Oxygen pressure -- check (see
Oxygen Duration Chart, page 3-10.)
(3) Masks and hoses -- check.
During Flight
(1) Masks -- put on.
(2) Hose coupling -- plug in over-
head console.
NOTE
The left console outlet (labeled
"PILOT") meters approximately
twice the volume of oxygen meter -
ed by the other outlets.
(3) Oxygen flow indicator -- check
(red indicator disappears when flow
starts).
(4) Hose coupling -- disconnect
when not in use.
IMPORTANT
Permit no smoking when using
oxygen. Oil, grease, soap, and
other fatty materials in contact
with oxygen constitute a serious
fire hazard. Be sure hands and
clothing are oil-free before handl-
ing oxygen equipment.
HYDRAULIC SYSTEM
EMERGENCY OPERATION
When the landing gear will not ex-
tend hydraulically, it may be ex-
tended manually as follows:
(1) Place the gear handle in the
3-9
Operating Details

1800 t----+--t---+--+--

1500

..:
vi

-
,:i,;

1,1,1 1000
~
::,
"'
"'
1,1,1
~
Cl.

1,1,1
(!) 500
<
(!)

2 3 4 5 6 7
OXYGEN DURATION - (HOURS)

full "00WN" position. If the gear will not retract hy-

(2) Pull the auxiliary pump handle
out to its full extension.
(3) Operate the auxiliary pump
handle up and down until the green
gear -down light comes on and the
gear handle returns to neutral.
NOTE
The landing gear cannot be re-
tracted with the auxiliary system.
draulically, land and have the
malfunction corrected.
If the wing flaps fail to extend hy-
draulically, plan to make a flaps -up
landing, unless there is another per -
son aboard to assist. It is difficult
for the pilot alone to hold down the
spring-loaded flap handle, operate
the hand pump and fly the airplane
at the same time.

3-10
 Operating Limitations

$'t:cr10N IV
OPERATING LIMITATIONS

OPERATIONS AUTHORIZED
Your Cessna 210 with standard equipment, as certificated under FAA
Type Certificate No. 3A21, ls approved for day and night operation under
VFR.
Additional optional equipment is available to increase its utility and
to make it authorized for use under IFR day and night. An owner of a prop-
erly-equipped Cessna is eligible to obtain approval for its operation on
single-engine scheduled airline service under VFR. Your Cessna Dealer
will be happy to assist you in selecting equipment best suited to your needs.

MANEUVERS - NORMAL CATEGORY

The airplane exceeds the requirements for airworthiness of the Civil
Air Regulations, Part 3, set forth by the United States Government. Spins
and aerobatic maneuvers are not permitted in normal category airplanes
in compliance with these regulations. In connection with the foregoing,
the following gross weight and flight load factors apply:
Maximum Gross Weight . . . • 2900 lbs.
Flight Load Factor *Flaps Up . . . . . . +3. 8, -1. 52
Flight Load Factor *Flaps Dov.,n . . . , . +3. 5

*The design load factors are 150% of the above, and, in all cases, the struc-
ture meets or exceeds design loads.

Your airplane must be operated in accordance with all FAA-approved

markings, placards, and check lists in the airplane. If there is any in-
formation in this section which contradicts the FAA-approved markings,
placards, and check lists, it is to be disregarded.

AIRSPEED LIMITATIONS (TIAS)

Never Exceed (glide or dive, smooth air) 200 MPH (red line)
Maximum Structural Cruising Speed 175 MPH
(level flight or climb)
Maximum Speed, gear extended . . 160 MPH

4-1
Operating Limitations

Maximum Speed, flaps extended

Flaps 10° . . . . • .160 MPH
Flaps 10°- 40° . . . . .110 MPH
Maneuvering Speed* .130 MPH
Normal Operating Range. 65 - 175 MPH (green arc)
Caution Range . . . . . 175 - 200 MPH (yellow arc)
Flap Operating Range . . . 59 - 110 MPH (white arc)
*The maximum speed at which abrupt control travel can be used without
exceeding the design load factor.

ENGINE OPERATION LIMITATIONS

Power and Speed . 260 bhp at 2625 rpm

ENGINE INSTRUMENT MARKINGS

Oil Temperature Indicator

Normal Operating Range
Do not exceed .
Oil Pressure Gage
Idling Pressure
Normal Operating Range
Maximum Pressure : .
Manifold Pressure Gage
Normal Operating Range
Cylinder Head Temperature
Normal Operating Range
Do Not Exceed . . . . .
Tachometer
Normal Operating Range
Maximum (Engine rated speed)
Fuel Quantity Indicators
Empty (includes 5 gallons each tank unusable in normal
flight maneuvers) . . . . . .
Not recommended for take-off*
Fuel Pressure Gage
Normal Operating Range
Minimum and Maximum.
green arc
. red line
10 psi (red line)
30-60 psi (green arc)
. . 100 psi (red line)
.15-24 in. Hg (green arc)
.300-460°F (green arc)
. . . . 460° (red line)
.2200-2450 rpm (green arc)
. . . . 2625 rpm (red line)
. . . . . E (red line)
E to 1/4 (red arc)
. 2 - 17 PSI (green arc)
L 5 and 17. 5 PSI (red lines)

*This fuel available for all normal operations.

4-2
 Operating Limitations

WEIGHT AND BALANCE

All airplanes are designed for certain limit loads and balance condi-
tions. These limits for your Cessna 210 are shown on the graphs on the
next page.
An individual weight and balance report and equipment list is furnished
with each airplane; these documents list the empty weight and empty weight
center of gravity of the individual airplane as equipped when it left the fac-
tory. Changes in equipment which affect the empty weight and empty weight
center of gravity must be entered on the repair and alteration report, form
ACA-337, in accordance with Civil Air Regulations.
To determine that your gross weight and center of gravity for a given
flight are within limits, use the following procedure:
(1) From the weight and balance report (or the current form 337) for
your own airplane, determine the empty weight and empty weight mo-
ment.
(2) Determine the weights and moments of your disposable load items,
using the loading graph.
(3) Add these items, as shown in the sample problem.
(4) Plot the totals on the center of gravity envelope graph.

EXAMPLE PROBLEM
Example for an airplane with a licensed empty weight of 1839 pounds
and a moment of 65,914 pound-inches:

Wt. Moment (lb-in)

Lbs. 1000

Empty Weight (licensed) . . . 1839.0 65.9

Oil(12qts.} . . . . . . • . 22.5 -0.4
Pilot & Front Seat Passenger • 340. 0 12.2
Rear Seat Passengers. . . . . 340. 0 23.8
Full Fuel (55 gal.) . . . . . 330. 0 15.8
Baggage . . . . . . . . . . . 28. 5 2.7
Total 2900.0 120.0

Locate this point {2900 - 120. 0) on the center of gravity envelope graph.
Since the point falls within the envelope the above loading meets all the
balance requirements.

4-3
Operating Limitations

4-4
 Care of the Airplane

$tc-r,oN v
CARE OF THE AIRPLANE
If your airplane is to retain that new-plane performance and dependa-
bility, certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventive main-
tenance based on the climatic and flying conditions encountered in your
locality.
Keep in touch with your Cessna Dealer, and take advantage of his know-
ledge 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.

SERVICING you should check these items more

The Servicing Diagram on page 5-2
and Service Requirements Table out-
line the normal servicing points,
materials and procedures for your
Cessna 210, including equipment
which is optional and may not be in-
stalled on your airplane. The dia-
gram and table do not include lubrica-
tion points or intervals, but are con-
fined to day-to-day items which you
may wish to attend to yourself or
find necessary to service while on
a strange airport. Your Cessna
Dealer has the correct lubricants
and the equipment and trained per-
sonnel to do this job properly.
Each item should be serviced at
its prescribed interval, and at the
same time, all other items requiring
more frequent service should receive
attention. The assigned intervals
should be considered maximums for
average service. If your airplane is
operated under abnormal conditions,
frequently.
GROUND HANDLING
Maneuvering your Cessna 210 in
ground-handling is easiest and safest
with the nosewheel tow-bar supplied
with the airplane. Always carry the
tow-bar in your airplane, so it will
be available when-needed.
When moving the airplane by hand
if no tow-bar is available, push down
at the front edge of the stabilizer
adjacent to the fuselage to raise the
nosewheel off the ground. When the
nosewheel is held clear of the ground
the airplane can be readily turned
in any direction by pivoting it about
the main gear. Do not push down on
the empennage by the tip of the eleva-
tor; nor shove sidewise on the upper
portion of the fin. When moving the
airplane forward or backwards, push
at the wing strut root fitting or at the
main gear strut.

5-1
Care of the Airplane

SERVICING

NOTE
For quick reference, specifica-
tions and quantities of fuel, oil,
etc., are contained in a table on
0 DAILY
the inside back cover.

Fuel Tanks (1) -- Fill after each flight. Keep full to retard con-
densation.
Oil Dipstick (2) -- Check on preflight. Add oil as necessary.
Fuel Strainer (3) -- Drain before each flight and after refueling*.
Pitot and Static Ports (4) -- Check for obstructions before each
flight.
Oxygen Cylinder (5) -- Check for anticipated requirements before
each flight.

02s HOURS
Oil Filler and Drain (6) Change oil (using oil sump drain funnel
stored in baggage compartment) every 25 hours, oftener under
severe operating conditions. Remove and clean oil screen at
oil change (except Winslow filter-equipped aircraft).
Induction Air Intake Filter (7) -- Clean every 25 hours, or oftener
under dusty conditions. Under extremely dusty conditions,
daily servicing may be necessary. Follow instructions stamped

5-2
 Care of the Airplane

on filter.
Hydraulic Fluid Reservoir (8) -- Check level every 25 hours by
loosening cap screw on left side of filler block. If oil runs
out, level is satisfactory.**
Battery (9) -- Under baggage compartment floorboards. Check
electrolyte level every 25 hours, oftener in warm weather.
Add distilled water to level of split ring at bottom of filler
plug hole.
Tires (10) -- Check pressure every 25 hours: nosewheel, 35 PSI,
main wheels, 53 PSI. Wash off grease and oil with soap and
water, check for cuts, bruises and cracks.
Shimmy Dampener (11) -- Check fluid every 25 hours, fill through
plug on top. ***

D 100 HOURS
Hydraulic System Filter (12) -- At first 100-hour inspection, change
filter element. Thereafter, change element at 500 hours.
Winslow Oil Filter (13) -- Change element whenever oil on dipstick
appears dirty; at least every 100 hours under average condi-
tions.
Instrument Air Filters (14) -- Replace every 100 hours; oftener
in severely dusty conditions. Sluggish or erratic gyro opera-
tion with normal suction gage readings indicates clogged filters.
Brake Master Cylinders (15) -- Check fluid level, refill if required,
every 100 hours.
Fuel Tank and Selector Valve Drains (16) -- Remove plugs, drain
sumps and lines every 100 hours, to eliminate water and sedi-
ment.
Vacuum Pump Oil Separator (17) -- Remove every 100 hours, wash
with Stoddard solvent, dry with compressed air and reinstall.

*Each 100 hours, the strainer bowl and screen and fuel/air control
unit screen should be removed and cleaned.
**Each 100 hours, a sample of fluid should be drawn off and examined
for sediment and discoloration. Fluid which is clear and not ap-
preciably darkened may be reused. If contaminants are suspected,
have it checked by your Cessna Dealer.
***Service shock strut and shimmy dampener as required, following
instructions on page 5-6.

5-.'3
Care of the Airplane
MOORING
Proper tie -down procedure is the
best precaution against damage to
your parked airplane by gusty or
strong winds. To tie down your air-
plane securely proceed as follows:
(1) Fasten sufficiently strong rope
or chain (700 pounds tensile strength)
to the wing tie-down fittings at the
upper end of each wing strut. (The
rings retract into the struts; to ex-
tend them, press in the exposed tip
of the ring.)
(2) Secure the opposite ends of
these ropes or chains to tie -down
ring-s suitably anchored to the ground.
(3) Pass a rope around the top of
the nose gear strut barrel and bring
both ends down around the arms of
the trunnion forging, to a tie-down
ring in the ground. Do not use a chain
or wire rope, which may damage the
strut.
(4) Securely tie the middle of a
length of rope to the ring at the tail.
Pull each end of the rope away at a
45° angle and secure it to tie-down
rings on each side of the tail.
(5) Install the controls lock, or
tie a control wheel back with the seat
belt if no lock is available.
(6) Install surface control lock over
fin and rudder. Do not use external
locks between the flaps and ailerons,
because accidental operation of the
flaps could cause structural damage
to both flaps and ailerons.
STORAGE
The all-metal construction of your
Cessna makes outside storage prac-
tical, although inside storage will
5-4
increase its life just as inside stor-
age increases the life of your car.
If an airplane must remain inactive
for a time, cleanliness is probably
the most important consideration -
whether your airplane is inside or
out. A small investment in clean-
liness will repay you many times in
not only keeping your airplane look-
ing like new but in keeping it new.
While the airplane is stored, turn
the propeller by hand, or have it
turned, every few days to keep the
bearings, cylinder walls and inter-
nal parts lubricated. If the storage
is to be for an extended period and
turning the propeller is impractical,
contact your Cessna Dealer for sug-
gestions on preserving the engine
and hydraulic system. If the air-
plane is stored outside, leave the
propeller in a horizontal position,
to prevent water seepage into the hub
mechanism. Filling the fuel tanks
will help prevent condensation.
Regular use tends to keep airplanes
in good condition. An airplane left
idle for any great length of time is
likely to deteriorate more rapidly
than when flown regularly, and it
should be carefully checked over be-
fore using it again.
HOISTING AND JACKING
Your Cessna Dealer has special
jack points, wing stands and hoisting
equipment, to raise and support your
Cessna 210 properly. Never use the
brake casting as a jacking point.
LANDING GEAR
Cessna Dealer's mechanics have

been trained in the proper adjust-
ment and rigging procedures on the
Model 210 hydraulic system. To as-
sure trouble-free gear operation.
have your Cessna Dealer check the
gear regularly and make any neces-
sary adjustments. Only properly-
trained mechanics should attempt
to repair or adjust the landing gear
system.
To check tire pressures or inflate
the tires, use the filler needle stow-
ed in the glove box and follow the in-
structions which accompany it. Do
not use brake fluid to lubricate the
filler needle.
The wheel alignment has been prop-
erly set at the factory. Excessive
tire wear indicates improper wheel
setting for the "on the ground" weight
at which you are operating. See your
Cessna Dealer for realignment.
EXTERIOR FINISH
The painted exterior surfaces of
your new Cessna have been finished
with high grade synthetic materials
selected for their toughness, elas-
ticity, and excellent adhesion. With
a minimum of care, they will retain
their original beauty for many years.
As with any paint applied to a metal
surface, the desired qualities of the
paint develop slowly throughout an
initial curing period which may be
as long as 90 days after the finish is
applied. During this curing period
some precautions should be taken
to avoid damaging the finish or inter -
with the curing process. The
finish should be cleaned only by wash-
ing with clean, cold water and mild
soap, followed by a rinse with cold
Care of the Airplane
water and drying with cloths or a
chamois. Do not use polish or wax,
which would exclude air from the
surface. Do not rub or buff the finish
and avoid flying through rain, hail
or sleet. Once the finish has cured
completely, it 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 nose
cap and propeller spinner will help
reduce the abrasion encountered in
these areas.
Fluids containing dyes, such as fuel
and hydraulic oil, accidentally spill-
ed on the painted surface, should be
flushed away at once to avoid a per-
manent stain. Battery electrolyte
must be flushed off at once, and the
area neutralized with an alkali such
as baking soda solution, followed by
a thorough rinse with clear water.
WINDSHIELD
AND WINDOWS
The plastic windshield and windows
should be kept clean and waxed at all
times. To prevent scratches and
crazing, wash them carefully with
plenty of soap and water, using the
palm of the hand to feel and dislodge
dirt and mud. A soft cloth, chamois
or sponge may be used, but only to
carry water to the surface. Rinse
thoroughly, then dry with a clean,
moist chamois. Rubbing the surface
of the plastic with a dry cloth builds
up an electrostatic charge so that it
attracts dust particles in the air.
Wiping with a moist chamois will re-
move both the dust and this charge.
Remove oil and grease with a cloth
moistened with kerosene. Never use
gasoline, benzine, alcohol, acetone,
5-5
Care of the Airplane
carbon tetrachloride, fire extinguish-
er or anti-ice fluid, lacquer thinner
or glass cleaner. These materials
will soften the plastic and may cause
it to craze.
After removing dirt and grease, if
the surface is not badly scratched
it should be waxed with a good grade
of commercial wax. The wax will
fill in minor scratches and help pre -
vent further scratching. Apply a
thin, even coat of wax and bring it
to a high polish by rubbing lightly
with a clean, dry, soft flannel cloth.
Do not use a power buffer; the heat
generated by the- buffing pad may
soften the plastic.
Do not use a canvas cover on the
windshield unless freezing rain or
sleet is anticipated. Canvas covers
may scratch the plastic surface.
PROPELLER
Preflight inspection of propeller
blades for nicks, and wiping them
occasionally with an oily cloth to
clean off grass and bug stains, along
with periodic lubrication of the hubs,
will assure long, trouble-free ser-
vice. It is vital that small nicks on
the propeller, particularly near the
tips and on the leading edges, are
dressed out as soon as possible since
these nicks produce stress concen-
trations, and if ignored, may result
in cracks. Never use an alkaline
cleaner on the blades; remove grease
and dirt with carbon tetrachloride
or Stoddard solvent.
Lubrication of the propeller hub
requires special greases specified
by the manufacturer. Your Cessna
Dealer has the proper lubricants,
5-6
and should be consulted about lubrica-
tion, as well as other repair and
maintenance work. Civil Air Regula-
tions require that all maintenance
except dressing small blade nicks,
cleaning, minor repairs to the spin-
ner, and lubrication which does not
require disassembly, be done by an
FAA-authorized propeller repair sta-
tion. Your Cessna Dealer will be
happy to help you in this work also.
NOSE GEAR
The nose gear shock strut should
be kept clean, filled with fluid and
correctly inflated. The exposed por-
tion of the strut piston, particularly,
should be 'Wiped off 'With a cloth moist-
ened by hydraulic fluid, to remove
dust and grit which may cut the 0-
ring seals in the strut barrel.
Inflation of the nose strut should
be checked whenever tire pressures
are checked. The fluid level should
be checked on periodic '1nspections;
and oftener if there is evidence of
leakage on the piston or around the
filler valve. If the leakage is ap-
preciable or persistent, the strut
should be serviced and repaired as
necessary by- your Cessna Dealer.
To check the strut inflation, jack
the nose or lower the tail until the
strut is fully extended and the wheel
is clear of the ground. Remove the
cap on the filler valve and check the
pressure with a tire gage, adding
or removing air as necessary to
obtain 95 psi. Air may be bled out
by depressing the stem of the valve.
Use the following procedure for
checking the strut fluid level:
(1) Working through the left cowl

access door, remove the valve cap
and depress the valve core stern to
release all air pressure.
(2) Using a 3/4-inch box end or
deep socket wrench, unscrew the fill-
er valve and remove it.
(3) Completely compress the strut,
so the stops contact the outer bar-
rel. The fluid level should be even
with the bottom of the valve hole. If
it is not, add MIL-H-5606 (red) hy-
draulic fluid.
(4) Completely extend the strut and
replace the filler valve.
(5) With the strut fully extended
and the wheel clear of the ground,
inflate the strut to 95 psi. Replace
the valve cap.
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 mat-
erial 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 spar-
ingly. Before using any solvent read
the instructions on the container and
test it on an obscure place in 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 detergent,
Care of the Airplane
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.
The plastic trim, instrument panel
and control knobs and baggage com -
partment panels need only be wiped
off with a damp cloth. Never use a
volatile solvent on plastic.
AIRPLANE FILE
There are miscellaneous data, in-
formation and licenses that are a
part of the airplane file. The follow-
ing is a check list for that file. In
addition, a periodic check should be
made of the latest Civil Air Regula-
tions to insure that all data require-
ments are met.
A. To be carried in the airplane
at all times:
(1) Aircraft Airworthiness Cer-
tificate (Form ACA 1362).
(2) Aircraft Registration Cer-
tificate (Form ACA 500A).
(3) Airplane Radio Station License
(if transmitter installed).
(4) Weight and Balance Report or
latest copy of the Repair and Alter-
ation Form (Form ACA 337).
(5) Airplane Equipment List.
(6) Airplane Log Book.
(7) Engine Log Book.
B. To be maintained but not neces-
sarily carried in the airplane at
all times:
(1) A form containing the follow-
ing information: Model, Registra-
tion Number, Factory Serial Num -
ber, Date of Manufacture, Engine
5-7
Care of the Airplane
Number, and Key Numbers (du-
plicate keys are available through
your Cessna Dealer.
Most of the items listed are re-
quired by the United States Civil Air
Regulations. Since the regulations of
other nations may require other docu -
ments and data, owners of exported
airplanes should check with their
own aviation officials to determine
their individual requirements.
INSPECTION SERVICE
INSPECTION PERIODS
With your airplane you will re-
ceive an Owner's Service Policy.
Coupons attached to the policy en-
title you to an initial inspection and
the first 100-hour inspection at no
charge. If you take delivery from
your Dealer, he will perform the
initial inspection before delivery of
the airplane to you. If you pick up
the airplane at the factory, plan to
take it to your Dealer reasonably
soon after you take delivery on it.
This will permit him to check it over
and to make any minor adjustments
that may appear necessary. Also,
plan an inspection by your Dealer at
100 hours or 90 days, whichever
comes first. This inspection also
is performed by your Dealer for you
at no charge. While these important
inspections will be performed for
you by any Cessna Dealer, in most
cases you will prefer to have the
Dealer from whom you purchase the
airplane accomplish this work.
Civil Air Regulations require that
all airplanes have a periodic (annual)
inspection as prescribed by the ad-
5-8
ministrator, and performed by a
person designated by the adminis-
trator. In addition, 100-hour peri-
odic inspections made by an "ap-
propriately-rated mechanic" are re-
quired if the airplane is flown for
hire. The Cessna Aircraft Company
recommends the 100-hour periodic
inspection for your airplane. The
procedure for this 100-hour inspec-
tion has been carefully worked out by
the factory and is followed by the
Cessna Dealer Organization. The
complete familiarity of the Cessna
Dealer Organization with Cessna
equipment and with factory-approved
procedures provides the highest type
of service possible at lower cost.
Time studies of the 100-hour in-
spection at the factory and in the
field have developed a standard flat-
rate charge for this inspection at any
Cessna Dealer. Points which the
inspection reveals require modifica-
tion or repairs will be brought to the
owner's attention by the Dealer, and
quotations or charges will be made
accordingly. The inspection charge
does not include the oil required for
the oil change.·
Every effort is made to attract the
best mechanics in each community
to Cessna service facilities. Many
Dealers' mechanics have attended
Cessna Aircraft Company schools
and have received specialized in-
structions in maintenance and care
of Cessna airplanes. Cessna service
instruction activity in the form of
service bulletins and letters is con-
stantly being carried on so that when
you have your Cessna inspected and
serviced by Cessna Dealers' mecha-
nics, the work will be complete and
 Care of the Airplane

done in accordance with the latest
approved method.
Cessna Dealers carry a full com:-
plement of Cessna service parts and
have complete repair and service
facilities, including such specialized
jigs and tools as may be necessary.
Your Cessna Dealer will be glad
to give you current price quotations
on all parts that you might need and
advise you on the practicality of parts
replacement versus repairs that
might be necessary from time to
time.

DEALER FOLLOW-UP SYSTEM

Your Cessna Dealer has an owner follow-up system to notify you when
he receives information that applies to your Cessna. In addition, if you
wish, you may choose to receive similar notification directly from the Ces-
sna Service Department. A subscription card is supplied in your airplane
file for your use, should you choose to request this service. Your Cessna
Dealer will be glad to supply you with details concerning these follow-up
programs, and stands ready through his Service Department to supply you
with fast, efficient, low cost service.

5-9
Care of the Airplane

5-10
 Operational Data

,-, criON Vl
;;}1£ OPERATIONAL DAT A
The operational data charts on the following pages are presented for
two purposes: first, so that you may know what to expect from your air-
plane under various conditions; and second, to enable you to plan your flights
in detail and with reasonable accuracy.
A power setting selected from the range chart usually will be more
efficient than a random setting, since it will permit accurate fuel pressure
settings and your fuel consumption can be estimated closely. You will find
that using the charts and your Power Computer will pay dividends in over-
all efficiency.
The data in the charts has been complied from actual flight tests with
the airplane and engine in good condition and using average piloting tech-
niques. Note also that the range charts make no allowances for wind,
navigational errors, warm-up, take-off, climb etc. You must estimate
these variables for yourself and make allowances accordingly.

AIRSPEED CORRECTION TABLE

FLAPS 0°

IAS - MPH 60 80 100 120 140 160 180 200

TIAS - MPH 66 80 97 117 137 158 178 198

*FLAPS 20°

IAS - MPH 40 50 60 70 80 90 100 110

TIAS - MPH 59 62 67 73 81 91 101 111

*FLAPS 40°

IAS - MPH 40 50 60 70 80 90 100 110

TIAS - MPH 58 62 66 73 82 92 102 112
*Maximum flap speed 110 MPH-TIAS

6-1
Operational Data

TAKE-OFF CONDITIONS
CONCRETE RUNWAY. ZERO WIND.
GROSS WEIGHT - 2900 POUNDS.
FULL THROTTLE & 2625 RPM.
FLAPS 20" DURING ENTIRE RUN.
AIRPLANE ACCELERATES TO 65
MPH IAS IN CllMB TO OBSTACLE.
15,000 FT.,
,------NOTE-----~ 5°F
INCREASE DISTANCE TO ClEAR 50 FT. OB·
STACLE 10% FOR EACH 25° f. ABOVE
THE TEMPERATURE SHOWN.

CLIMB CONDITIONS
FLAPS UP.
FULL THROTTLE. 10,000 FT.,
2625 RPM. 23°F
GROSS WEIGHT 2900 POUNDS

• 1010 FPM CLIMB

% AT 101 MPH !AS

• 1155 FPM CLIMB

""·"'j@ AT 103 MPH IAS

1300 FPM CLIMB

iWi mr , 1l!i74o FT. AT 104 MPH !AS
SEA LEVEL, 59°F
MIXTURE RICH

TAKE-OFF DIAGRAM
6-2
 AT 2500 FEET & 50 'F

GROUND TO CLEAR GROUND TO CLF.AR GROUND GROUND TO CLEAR

RUN 50' OllSTACLE RUN 50' OllSTACLE RUN 50' RUN 50' OHSTACLE

2300 I 58 I 0 435 695 515 805 615 950 740 1145

15 265 465 320 545 390 650 480 BOO
30 135 270 170 330 215 400 27() 505

2600 I 62 I 0 570 885 680 1010

720
815
530
1250
680
1550
1105
15 360 605 435
30 195 365 240 445 305 560 365 725

2900 I 65 I 0 740 1135 1355 1055 1655 1265 2155

15 480 790 950 705 1200 875 1560
30 270 500 335 615 425 795 540 1080
I I
NOTE: INCREASE DISTANCES 10% FOR EACH 25'F ABOVE STANDARD TEMPERATURE FOR PARTICULAR ALTITUDE,

GROSS
WEIGHTI !JEST
LOS. CLIMB
I I RATE
OF
GAL. , DEST
OF CLIMB
I
RATE
OF
1-1=1=1=1=1=1=1=1=1=
S.L. CLIMH OF S.L. CLIMB OF S.L. CLIMB OF S,L,
11
MPH
!AS CLIMll
FT /MIN
FUEL
USED
IAS
MPH
FUEL
USED
!AS
MPH
CLIMB
FT/MIN
F'UF.L
USED
!AS
MPH
CLIMB
FT/MIN
FUEL
us;:D
!AS
MPH
CLIMB
FT/MIN
FUEL
USED !J
Cl)
1-j
2300 97 1770 2,0 94 1115 3.0 91 1065 1. 0 88
gz
715 5.1 85 370 6. 3
....~
0
2600 100 1510 z.o 98 llSO 3.1 95 875 4. 4 560 5. 8 89 250 7.5
::I
2HOO 104 1300 2.0 101 1010 3. 3 98 720 4.8 96 430 6. 7 94 140 9.2 ...."'
~
a:>
I
w Ii NOTE: ii!'ii'-iJtE,u;~zi:::oii'fiLUto~ti~::OMMENDED LEANING SCHEDULE-FLAPS AND GEAR UP. FUEL USED JNCLUDES
!>:I
Operational Data

2500 CRUISE PERFORMANCE

NORMAL LEAN MIXTURE

Standard Atmosphere Gross Weight - 2900 Pounds
Zero Wind 55 Gallons - No Reserve
2500 FEET

% Fuel MPH Gal/ Endurance Range

RPM MP BHP Press. TAS Hour Hours Sta. Miles
2450 24 75 9.4 181 14. 2 3.9 700
23 71 8.6 177 13.4 4.1 725
22 67 7.8 173 12.6 4.4 755
21 63 7. 1 169 11. 8 4.7 790
2300 24 68 8.0 174 12.8 4.3 745
23 64 7.4 170 12.1 4.6 775
22 60 6.8 166 11.4 4.8 800
21 57 6.2 163 10. 7 5.1 835
2200 23 60 6.6 166 11. 2 4.9 810
22 56 6.2 162 10.6 5.2 840
21 53 5. 7 158 10. 0 5. 5 870
20 49 5. 3 154 9.4 5. 9 900
2100 22 51 5.6 156 9.8 5.6 880
21 48 5. 2 152 9.2 6.0 910
20 45 4.8 148 8.7 6.3 935
19 42 4.5 144 8. 2 6.7 965
18 38 4.3 139 7. 8 7. 1 980
17 35 4.1 133 7. 3 7. 5 1000
16 32 3. 9 127 6.9 8.0 1015
15 29 3. 7 121 6.6 8.3 1010

6-4
 Operational Data

CRUISE PERFORMANCE 5000

NORMAL LEAN MIXTURE
Standard Atmosphere Gross Weight - 2900 Pound~
Zero.Wind 55 Gallons - No Reserve
5000 FEET

% Fuel MPH Gal/ Endurance Range

RPM MP BHP Press. TAS Hour Hours Sta. Miles

2450 24 78 10.0 188 14.8 3. 7 700

23 74 9.1 183 13.9 4.0 725
22 69 8.2 179 13.0 4.2 760
21 65 7,5 175 12.2 4.5 790
2300 24 71 8.5 181 13.3 4.1 750
23 67 7. 8 177 12.5 4.4 780
22 62 7.1 172 11. 8 4.7 805
21 59 6. 5 168 11.1 5. 0 835
2200 23 62 7.0 172 11. 6 4.7 815
22 58 6.4 168 11. 0 5.0 840
21 55 6.0 164 10. 3 5.3 875
20 51 5. 5 160 9.7 5.7 905
2100 22 53 5.7 162 10.0 5. 5 890
21 50 5.3 158 9.5 5.8 915
20 46 5. 0 154 9.0 6.1 940
19 43 4.7 149 8. 5 6. 5 965
18 40 4.4 145 8.0 6.9 995
17 37 4.2 139 7.6 7.2 1005
16 34 4.0 133 7. 1 7.8 1030
15 31 3. 8 127 6.7 8.2 1040
14 27 3. 6 118 6.3 8.7 1030

6-5
Operational Data

7500 CRUISE PERFORMANCE

NORMAL LEAN MIXTURE

Standard Atmosphere Gross Weight - 2900 Pounds
Zero Wind 55 Gallons - No Reserve
7500 FEET

% Fuel MPH Gai/ Endurance Range

RPM MP BHP Press. TAS Hour Hours Sta. Miles
2450 22 71 8.6 186 13.4 4.1 760
21 67 7. 8 181 12.6 4.4 790
20 63 7.2 178 11. 9 4.6 820
19 59 6.5 173 11. 0 5. 0 860
2300 22 64 7.4 179 12.1 4.6 815
21 60 6.8 174 11.4 4.8 840
20 57 6.2 170 10. 7 5.1 875
19 53 5. 7 166 10.1 5.5 905
2200 22 60 6.7 174 11.4 4.8 840
21 56 6.2 170 10.6 5.2 880
20 53 5. 7 166 10.0 5. 5 910
19 50 5.3 161 9,5 5. 8 935
2100 21 51 5. 6 164 9;8 5,6 920
20 48 5.1 159 9.2 6.0 955
19 45 4.8 155 8.7 6.3 980
18 42 4.6 150 8.3 6.6 995
17 39 4.3 145 7.8 7.1 1020
16 35 4.1 139 7. 3 7. 5 1045
15 32 3,9 132 6.9 8.0 1055
14 29 3. 7 124 6.5 8,5 1050

6-6
 Operational Data

CRUISE PERFORMANCE
10000
NORMAL LEAN MIXTURE
Standard Atinosphere Gross Weight - 2900 Pounds
Zero Wind 55 Gallons - No Reserve
10,000 FEET

% Fuel MPH Gal/ Endurance Range

RPM MP BHP Press. TAS Hour Hours Sta. Miles
2450 20 65 7.5 184 12.2 4.5 830
19 60 6.8 179 11.4 4.8 860
18 56 6.2 174 10. 6 5.2 900
17 52 5.6 169 9.9 5.6 940
2300 20 59 6.5 177 11. 0 5.0 885
19 55 6.0 172 10.4 5.3 910
18 51 5. 5 167 9.7 5.7 950
17 47 5.1 162 9.1 6.0 975
2200 20 55 5. 9 172 10.3 5.3 915
19 51 5.5 168 9.8 5. 6 940
18 48 5.1 163 9.1 6.0 985
17 44 4.8 157 8.6 6.4 1005
2100 20 50 5. 3 165 9. 5 5.8 955
19 47 5.0 161 9.0 6.1 980
18 43 4.7 156 8.5 6. 5 1010
17 40 4.4 151 8.0 6.9 1035
16 37 4.2 145 7. 6 7. 2 1050
15 34 4.0 138 7.1 7.8 1070
14 30 3. 8 129 6.6 8. 3 1075

6-7
Operational Data

15-20000 CRUISE PERFORMANCE

NORMAL LEAN MIXTURE

Standard Atmosphere Gross Weight - 2900 Pounds
Zero Wind 55 Gallons - No Reserve
15,000 FEET

% Fuel MPH Gal/ Endurance Range

RPM MP BHP Press. TAS Hour Hours Sta. Miles
2450 16 51 5.5 175 9.7 5.7 995
15 47 5.1 169 9.1 6.0 1025
14 42 4.6 161 8.3 6.6 1065
13 38 4.3 154 7.8 7.1 1090
2300 16 46 5.0 168 8.9 6.6 1035
15 43 4.6 162 8.4 7.1 1060
14 38 4.3 154 7. 8 7.5 1090
2200 16 43 4.7 163 8.5 6.5 1055
15 40 4.4 157 8.0 6.9 1080
14 36 4.1 149 7.4 7.4 1105
2100 16 39 4.4 156 7. 9 7.0 1085
15 36 4.1 149 7.5 7. 3 1091
14 32 3. 9 140 7.0 7.9 1100

20,000 FEET
.·
% Fuel Gal/ Endurance Range
RPM MP BHP Press. TAS Hour Hours Sta. Miles
2450 13. 5 43 4.7 169 8.4 6.6 1105
13 41 4.5 166 8.2 6.7 1115
12 37 4.2 156 7.5 7.3 1140
2300 13. 5 39 4.3 161 7.8 7.1 1135
13 37 4.2 157 7.6 7. 2 1135

6-8
 Operational Data

LANDING CONDITIONS
APPROACH I A S - 68 MPH@ 2300 LBS.
76 MPH @ 2900 LBS.

WING FLAPS - 40° - - - P O W E R OFF

HARD - SURFACE RUNWAY - NO WIND

----NOTE---~
REDUCE LANDING DISTANCES 10%
FOR EACH 6 MPH HEADWIND.

GROUND ROLL

. . .------V·
520 FT. 655 FT .

:::s::
:::::s:urn:e::::::::,,,,;::;::;::::,,,:,::::1~1.

FT. ELEVATION, 32°F 1190 FT. 1405 FT.

GROUND ROLL

. . .----·v~ %!§,~,.
480 FT. 605 FT.

:::s::
1130 FT. 1330 FT.

GROUND ROLL

. . .--·V•
445 FT. 550 FT.

,. . ,. . . . . . . . . . . ,. "'"""':'1--lp
;;z;

1070 FT. 1260 FT.

GROUND ROLL

SEA LEVEL, 59 ° F

LANDING DIAGRAM
6-9
0,
I g
'0"" (I)
"i
I:;.

i
0
I:;.
!>l

GROSS APPROACH I
AT SEA LEVEL & 59'F I AT 2500 FI' & 50'F I AT 5000 Fr & 41 'F I AT 7500 FT & 32'F
WEIGHT IAS
LBS. MPH GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR
ROLL 50' OBSTACLE ROLL 50' OBSTACLE ROLL 50' OBSTACLE ROLL 50' OBSTACLE

2300 68 415 1015 445 1070 480 1130 520 1190

2600 72 470 1105 505 1165 545 1230 590

I 1300

2900 I 76 520 1190 560 1260 605 1330 655 I 1405

NOTE: REDUCE LANDING DISTANCES 10% FOR EACH 6 MPH HEADWIND. FLAPS 40° AND POWER OFF.
 ALPHABETICAL INDEX
A Cowl Flaps, 1-2
After Landing, 2-4
Air Induction, 1-3
Airplane File, 5-7
Airspeed Correction, 6-1
Airspeed Limitations, 4-1
Auxiliary Fuel Pump Switch, 1-4
Baggage Compartment, 1-16
Before Landing, 2-3, 3-7
Before Starting Engine, 2-1
Before Take-off, 2-2, 3-3
Brakes, 1-12
C Engine Operation Limitations, 4-2
Cabin Doors, 1-15
Cabin Ventilators, 1-15
Cabin Windows, 1-15
Center of Gravity Envelope, 4-4
Check List Placard, 2-1
Cleaning
Exterior, 5-5
Interior, 5-7
Windshield, 5-5
Propeller, 5-6
Climb, 2-2, 3-5
Data, 6-2, 6-3
Normal, 2-2, 3-5
Maximum Performance, 2-3, 3-5
Cold Weather Operation, 3-8
Cruising, 2-3, 3-5
Data, 6-4, 6-5, 6-6, 6-7, 6-8
D
Dealer Follow-up System, 5-9
Dome Light, 1-13
E
Electrical Power Distribution, 1-8
Electrical System, 1-7
Emergency Hand Pump, 1-12
Engine Controls, 1-3, 1-4
Engine Instruments, 1-3
Markings, 4-2
Exterior Finish, 5-5
Exterior Inspection, 1-18
Exterior Lights, 1-13
F
Flaps, 1-9
Flap Settings, 1-9
Limits, 4-2
Flight Controls, 1-7
Flight Load Factors, 4-1
Flight Instruments, 1-10
Fuel Drains, 1-4, 5-2
Fuel Gages, 1-6
Index-!
Alphabetical Index

Fuel Pressure Gage, 1-1 Normal, 2-3

Fuel Pressure Settings, 1-2
Fuel Selector Valve Handle, 1-4
Fuel Strainers, 1-4
Fuel System 1-4
Fuel System Schematic, 1-5
Data, 6-9, 6-10
Landing Gear, 1-10, 5-4
Let-downs, 2-3, 3-7
Loading Graph, 4-4

M
G
Maneuvers - Normal Category, 4-1
Gear Emergency Hand Pump, 1-12 Miscellaneous Equipment, 1-15
Gear Position Handle, 1-12 Mooring, 5-4
Gross Weight, 4-1
Ground Handling, 5-1
Ground Service Receptacle, 1-7
N

Nose Gear, 5-6

H Servicing, 5-6
Strut Pressure, 5-6
Heating System, 1-14
Hoisting and Jacking, 5-4
Hydraulic Controls, 1-11
Hydraulic System Emergency 0
Operation, 3-9
Oil Dilution, 1-7
Table, 3-8
Oil Filter, 1-7
I on Specification, Back Cover
Oil System, 1-6
Ignition System Check, 3-3 Capacity, Back Cover
Induction Air Filter, 1-3 Operations Authorized, 4-1
Inspection Periods, 5-8 Oxygen System, 3-9
Inspection Service, 5-8 Duration, 3-10
Instrument Panel, iv
Instrument Lights, 1-13
Interior Care, 5-7
Interior Lights, 1-13 p

Power Plant, 1-1

L Preflight Check, 3-1
Principal Dimensions, ii
Landing, 3-7 Propeller, 1-1, 5-6

Index-2
 Alphabetical Index

s Normal, 2-2, 3-4

Maximum Performance, 2-2
Servicing, 5-1 Taxiing, 3-2
Diagram, 5-2 Tire Inflation, 5-2, 5-5
Requirements Table, Back Cover Trim Controls, 1-9
Spins, 3-7 Type Certificate, 4-1
Stalls, 3-7
Speeds, 3-6
Stall Warning System, 1-10
Starting Engine, 2-1, 3-2 u
Steering, 1-13
Storage, 5-4 Upholstery, Cleaning, 5-7

w
T
Warm-up, 3-3, 3-8
Take-off, 2-2, 3-4 Weight and Balance, 4-3
Crosswind, 3-4 Wheel Alignment, 5-5
Data, 6-2, 6-3 Windshield and Windows, 5-5

Index-3
 WARRANTY
• The Cessna Aircraft Company warrants each new air-
plane manufactured by it to be free from defects in material
and workmanship under normal use and service, provided,
however, that this warranty is limited to making good at The
Cessna Aircraft Company's factory any part or parts there-
of which shall, within ninety (90) days after delivery of such
airplane to the original purchaser, be returned to Cessna
with transportation charges prepaid, and which upon Cessna's
examination shall disclose to its satisfaction to have been
thus defective; this warranty being expressly in lieu of all
other warranties expressed or implied and all other obliga-
tions or liabilities on the part of Cessna, and Cessna neither
assumes nor authorizes any other person to assume for it
any other liability in connection with the sale of its airplanes.

• This warranty shall not apply to any airplane which shall

have been repaired or altered outside Cessna's factory in
ai1y way so as, in Cessna's judgment, to affect the airplane's
stability or reliability, or which airplane has been subject
to miimse, negligence or accident .

...__-------~----------'
 SERVICING REQUIREMENTS

SPECIFICATION QUANTITY
U.S. IMP. METRIC
FUEL Grade 100/130 Aviation • 32. 5 gal. 27 gal. 123. 5 L .
Gasoline. MIL-F-5572 (each tank)
NO ALTERNATE GRADE .

ENGINE OIL Aviation Grade Mineral

Oil (MIL-L-6082)**
Above 40' F - SAE 50 •
0
12 qt. 10 qt. 11. 4L.
(Grade l lOC)
Below 40 ' F - SAE 30
(Grade 1065)

HYDRAULIC Petroleum Base Hydrauli c As Required

FLUID Fluid (red)(MIL-H-5606).
(Brakes. Shimmy
Dampene r . Shock Strut ,
Hydraul ic System)

OXYGEN
I Aviator's Breathing Oxygei
F ed. Spec. No. B3-0-925)
As Requir ed, Max. 1800 psi.

• Usable fuel. a ll attitudes : 27 . 5 U.S. gal (22. S Imp. gal)(l04 . 5 liters )

Additional usable. level flight only :3. 5 U.S. ga l (2. 9 Imp . gal)
(13. 20 liters).

•• Detergen t oil conforming to Co ntinenta l Motors Corporation S1;ecif-

ica tion MHS-24 may be used. Your Cessna dealer can supply an ap-
proved brand.

••• Minimum fo r adequate lubricati on. 6 U.S. qts. (5 Imp. qts. )(5 . 7 liters) .
Howev e r , add oi l if the level is below nine quarts, and fill th e sump if
an extended fli ght i s planned. \\· ith optional oil filter install ed. total
capacity is D qts.

The military spec ifications listed are no t mandatory. but are inten-
ded as guides in choosing satisfactory materials. Produc t s of most
reputable manufacturers meet or exceed these specifica tions .
 Cessna
. . . .

LOOK FOR THE RED AND BLUE CESSNA

PENNANTS FOR THAT EXTRA SERVICE

WHERE IT COUNTS WHEN YOU NEED IT .

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