Cessna 210/T210/P210 Weekend

Cessna 210 Training

Cessna P210 Training

Cessna T210 Training

Flight Level Aviation is pleased to offer periodic Cessna 210 Weekends conducted in a group format designed to take you beyond just the normal procedures found in your Cessna POH.   The group format includes individual flight instruction but also allows you to meet and discuss Cessna 210/T210/P210 operation with other owners. 

The two day group program is taught periodically and consists of time in Flight Level Aviation's full motion flight simulator as well flight training in your own Cessna 210/T210/P210. 

Flight training will be conducted out of KWAY. If weather conditions are not VFR (KWAY does not have an instrument approach as of yet), KMGW can be used as an alternate location for arrival and flight training. KMGW is just a 30 minute drive from KWAY (Flight Level Aviation will provide transportation to and from KMGW if that becomes necessary).
 
The flight  training will be conducted by Dr. Richard Kaplan, owner of Flight Level Aviation. Dr. Kaplan is a NAFI Master CFI, certificated instrument flight instructor (CFII), aviation medical examiner, and aviation safety counselor.  An experienced simulator instructor will also be available
 
The course will be conducted over a Saturday-Sunday period with 4 pilots and 2 instructors.  The pilots will train in pairs, alternating between airplane instruction with Richard and simulator instruction with a second instructor.  Time not spent flying the simulator or airplane will be spent observing the other student.  Additionally Richard will include ground time in a group setting reviewing the Cessna 210/T210/P210 accident history, operational procedures, maintenance considerations, and other topics of interest to pilots.

Training will be conducted 8AM to 5PM Saturday and Sunday in pairs as above.  The group will also go out to dinner at a local restaurant Saturday evening, followed by an evening roundtable discussion lead by Richard covering pertinent but difficult or controversial topics relevant to the 210/T210/P210 (i.e. lean of peak operation, maintenance decisions, major upgrade considerations, gear-up/gear-down timing).  If weather does not permit sufficient airplane time, then additional ground and simulator time will be provided by Richard.

This two-day program must be scheduled in advance. Send an e-mail to rkaplan@flyimc.com if you have any questions about this new program or would like to set up a training schedule.
 
The cost of this unique program is $595 per pilot and includes simulator, ground and flight training.

If your own airplane is not available for this weekend, you may drive or fly on the airlines and then rent Flight Level Aviation's Cessna P210N for $125/hour wet (dual instruction only) in addition to the $595 weekend course fee.
 
The program price does not include food, lodging, car rental or parking/landing fees. Two to four students will be accommodated during this two-day program.

 

About Richard Kaplan CFII/MCFI/AME/ASC Flight Level Aviation, Inc. was founded by Richard S. Kaplan, an FAA-certificated pilot for over 12 years who is also an instrument flight instructor and FAA Aviation Safety Counselor.    Richard retains a very active role in managing all operations of Flight Level Aviation, and he personally instructs Flight Level Aviation's advanced single-engine IFR students and P210/T210/210-specific training.  In addition to extensive experience in the Cessna 210/T210/P210 series, Richard has experience flying the Mooney M20C, various Bonanza models, and most Cessna and Piper single-engine aircraft.  Richard also holds a B.S. Degree in Engineering Science. Richard frequently flies Flight Level Aviation’s Cessna P210 on practical cross-country flight, like many single-engine instrument pilots. You will have the ability to learn about single-pilot single-engine piston instrument flight first-hand from an experienced peer who regularly flies practical missions in this aircraft type.   Richard has a history of over a decade of accident-free practical cross-country instrument flight with his family.   This makes Richard particularly qualified to offer Cessna 210/T210/P210-specific training and single-engine recurrent IFR training so that single-engine IFR pilots can learn from an instructor who regularly flies mission profiles similar to theirs. Richard is also an aviation medical examiner and conducts flight physicals as part of his medical practice (Uniontown Medical Rehab PC); his extensive experience in both aviation and medicine is particularly helpful in teaching pressurized Cessna P210 pilots about the medical and aviation factors related to single-engine pressurized aircraft operation. More than anything else, you will no doubt recognize Richard’s high level of enthusiasm for single-engine general aviation IFR flight and the energy with which he approaches flight instruction. Many of Richard’s students have become long-term friends and email pen-pals (see Student Feedback) – If you email an aviation question to Richard at night, you might even get a reply back the same night at 1AM! As of August 2003, Richard is proud to have been designated as a Master CFI by the National Association of Flight Instructors.

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 type-specific 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 ***à 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 à Implications for autopilot-coupled 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 à 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. multi-engine 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

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