Cessna 210/T210/P210 Training Checklist

Cessna 210/T21/P210 training programs include use of a 210-specific training

checklist developed and continually modified by Richard to cover important typespecific areas of training in this airplane. This checklist will include the following:
Lowered risk of water contamination of fuel with non-recessed fuel caps
Importance of fueling aircraft to the brim in proper ground attitude when
planning cross-country flight
Emergency procedures for vapor lock (fuel pump on, switch tanks)
Caution against use of fuel pump routinely for takeoff or cruise
Full throttle activates high setting of fuel pump (important if engine failure occurs
on takeoff)
Operation of interlock mechanism on pilot door (? Lock vs . Unlock safety lock)
Procedures if emergency exit opens in flight (expect buffeting, opening openable
window may reduce this)
Preflight/Pre-purchase to include check of horizontal stabilizer noseribs and
implications for ground handling (powered tug recommended)
Location of hydraulic fluid reservoir (check each 25 hours)
Location of 5 fuel sumps during preflight
Preflight inspection of propeller spinner (slightly loose/low) and propeller blades
(no looseness permitted)
Emphasize proper leaning and cylinder/TIT temperature monitoring procedures
Limiting factor for summer climbs = Cylinder head temps
Limiting factor for leaning = TIT temperature
Altered power settings for intercooler-equipped aircraft
Emergency gear extension procedure
Emergency descent procedure for decompression at high altitude
High altitude physiology factors, esp. re: exponentially increased risks above
18,000 feet
Inspection/Replacement of oxygen generator
Flight planning for climb/descent distances for high altitude flight
ATC factors for high-altitude flight (ATC often unfamiliar with relatively low P210
climb/descent rates for a flight-level-flown aircraft)
Physiology of moving pressurization controls in-flight
Pressurization system = Electric+Pneumatic+Mechnical and implications for
emergency operations
Implications of cabin pressurization differential in marginally high range (aircraft
has reverted to backup outflow system)
Location of pressurization bulkhead
Locations which can block pressurization outflow valves
Go-Around procedure (timing of gear up?, not specified in POH)
Switching fuel tanks consistently enroute (50 lb. max imbalance for factory
autopilot) -- by time or fuel flow?
*** Electric Trim = Most Dangerous part of aircraft *** Runaway trim can be
unrecoverable if undetected, Extreme control forces can occur by attempting to
manually control pitch when autopilot is engaged, Need to memorize location of
electric trim circuit breaker
Maximum altitude loss during autopilot malfunction Implications for autopilotcoupled approaches
Need for autopilot disengage check as part of pre-flight/runup
Need to memorize location of gear motor circuit breaker in event pump stays on
after takeoff
Procedures to verify gear-down (visually, gear-down light/switch bulbs, audible
warning/retard throttle) (Recommend add-on mirror to verify nosegear is down)
Procedures for landing gear-up if necessary
Potential high sink-rate on final with no power vs. long rollout if final flown with
power on
Cessna Pilots Association vs. Lycoming recommendations/Aircraft placard for

leaning procedures (operate lean of peak vs. rich of peak?, GAMIjectors?)

Implications of operating prop heat if ammeter does not respond appropriately
(potential asymmetric prop icing)
Competing theories of de-ice boot operation/timing
De-Ice vs. Known-Ice, icing procedures in POH
Warning signs of induction icing
Cowl flap operation (keep open in summer esp. if digital engine probe not
available?)
Critical vacuum pump for dual-vacuum pump aircraft with boots
*** Accident History Dual vacuum pumps and/or dual vacuum/electric attitude
indicators seem essential
Max Takeoff Weight vs. Max Landing Weight
Critical circuit breakers Gear motor, electric trim, autopilot
Methods to deactivate autopilot (intentionally and unintentionally)
Never manually overpower autopilot in pitch!
Note and observe altitude guideline for maximum altitude loss if autopilot
malfunctions
Autopilot preflight techniques (multiple axis)
Max gear operating speed
Max gear-down speed = Never exceed speeds (facilitates emergency descent esp.
after depressurization)
Max speed for 10 degrees flaps, full flaps
Max takeoff power = 5 minutes
Caution against overboosting turbocharger, esp. in winter
Hot starting procedure
Presence/Use of manual fuel primer (and importance to check as part of preflight
inspection)
Timing of gear-up decision and related safety factors
Cabin altitude light illumination implications
Use of alternate static source
Location of tie-down rings
Location of fuel vents (check during preflight)
Potential for filliform corrosion on original foam-filled trim tab
Use of rudder trim in takeoff vs. cruise and implications for fuel spray from fuel
vents
Ice light location/use
Availability of CPA Cessna 210 Systems/Procedures Course
Check for operation of avionics fan during preflight (No-Go Item)
Operation of cabin ventilation fan for passenger comfort
Use of rudder trim essential for proper autopilot navigation
Heater/Defroster interlock to prevent damage to windshield
** Caution against ground operation with significant power esp. in vicinity of
stones; marginal soft-field abilities of this aircraft
Location of Squat Switch
Nose strut inflation technique (Nitrogen)
Proper Intercooler operation (altered power settings, caution operating
unintentionally at too high a power setting) (See article)
Intercooled aircraft typically set for takeoff fuel flow above redline (for adequate
fuel flow at higher altitudes)
Typical target TIT <1500, CHT < 400, Oil temp < 200
Competing theories of boot operation timing (See article)
*** Importance of replacing original factory fuel caps to minimize water entry in
tanks
*** Pre-flight inspection to check for damaged noseribs on horizontal stabilizer
Caution high power or taxiing over stones/gravel/soft fields during ground
operations
Continental TopCare program for engine trend monitoring

Importance of engine baffling/oil cooler to engine life

Alternate points of view re: leaning engine on ground
Turbocharger theory and critical altitude check procedure
Consider 2 weight/balance lists (with 6th seat installed vs. removed)
Location of autopilot computer (often under rear seats)
How to identify turbocharger failure on engine runup
Failure modes with double alternator failure (i.e. master switch solenoid) -->
Suggest Battery-powered backup GPS
Varied trim settings based upon aircraft loadings
Oil filler cap gasket as a critical preflight item
Need to carry high-altitude enroute charts for flight at and above FL180
Potential altitude-related failure mode of fuel controller
Need to include fuel flow in scan on takeoff run (186 lbs./hr), implications on
engine operation and pilot reactions to low vs. high fuel flow
Failure modes with dual vacuum pump, including need to inspect/replace vacuum
manifold periodically
Potential sources pressurization leaks, including common (emergency door or
windows) and uncommon (gear boots leading to pressurization leak only when
gear up)
Do not be alarmed at pressurization "whistles"
Limitations/Comparisons of Cessna Standby Generator vs. B&C Alternator vs.
TurboAlternator
Operating considerations/limitations for Speed Brake and/or STOL equipped
airplanes
Operating considerations/limitations for airplanes with wing-tip and/or baggage
compartment fuel tanks
Emergency gear procedures with vs. without gear doors, i.e. turning off master
switch can open solenoid
Pilot and Maintenance procedures to address temperature-depenent variance in
fuel flow on takeoff
Identification/implications on boot operations of weak but operative primary
vacuum pump
Implications of asymmetric prop icing with partial prop heat failure
Operation of 2 door interlocks both inside and outside cabin
Operational cautions vs. usefulness operating with pressurization set to sea level
in winter
Door mechanism operation to seal fully when plane is left in rain
Minimum airspeed for operation in icing conditions
Landing procedures after encountering icing conditions
Minimum airspeed in icing condition climb
Hot start procedures
Operating procedures at high density altitude airports
Pros/cons of leaning for taxi
Turbocharger cooldown procedures
Flight profiles to avoid shock cooling
Comparative risk of decompression in a single-engine piston airplane vs. multiengine turboprop/jet
Consider 20-minute emergency oxygen system for flight above Fl190 in P210
Consider carrying Afrin onboard for depressurization medical incidents
High altitude engine performance including "bootstrapping"
Recent P210 inflight breakup an potential causes/preventive techniques
Potential engine failure from loss of upper air deck hose and corrective action
(boost pump on)
Seasonal variations in engine operating procedures
Varying thoughts on takeoff fuel flow, i.e. redline vs. over redline