Cessna 210 Training
Cessna T210 Training
Cessna P210 Training
Flight Level Aviation is uniquely
able to offer a thorough Cessna 210/T210/P210 type specific checkout which includes:
- In-flight training by a CFII/NAFI
Master CFI (Richard Kaplan) who
actively owns/flies his own Cessna P210 and is also a physician
who understands very well the physiological implications of
high-altitude/pressurized flight
- Simulator-based training using a
full-motion simulator with a T210/P210 flight model from Kohlman
Systems Research, Inc. (www.kohlmansystems.com)
Introductory, Initial, and Recurrent Cessna 210/T210/P210-Specific training
programs are offered:
Introductory
Training
If you are considering the purchase of a Cessna 210/T210/P210 but are not certain if
this aircraft will meet your needs, take a demonstration flight
lesson to experience this aircraft type’s performance and handling
characteristics. Click
here to learn more.
Initial
and Recurrent Training
Flight Level Aviation, Inc. has been approved for past students by
USAIG Insurance, AIG, Global, and Aerospace for initial and annual
recurrent Cessna P210 training. Please inquire regarding other
insurance approval.
Flight Level Aviation’s training
syllabus for the Cessna 210 closely adheres to the syllabus
published by the AOPA Air Safety Foundation in its P210 Safety
Review specifically for the purpose of pilot initial and recurrent
training in this aircraft. The purchase and reading of this P210
Safety Review is required of all students, as is completion of the
pre-solo exam therein.
The AOPA Air Safety Foundation
estimates that a Cessna 210 checkout can be accomplished on average
in 6.5 hours for an experienced pilot. Under the Flight Level
Aviation training program, this time varies by pilot prior
experience. An initial checkout typically can be accomplished in 10
flight hours (plus appropriate ground time); less time may be
required for recurrency training or for a pilot with a very high
level of prior aeronautical experience, and greater time may be
required for very experienced pilots.
Upon completion of the Flight Level
Aviation Initial or Recurrency 210 Training program, a pilot should
be proficient in normal and emergency operations in the Cessna P210
and will have completed both a Biennial Flight Review and an
Instrument Proficiency Check.
Group Weekend
Training
Please click here for
information about a new group Cessna 210 training program offered by
Flight Level Aviation.
Helpful
Download -- Cessna 210/T210/P210 Type Certificate Data Sheet
Click here
to download the official Type Certificate Data Sheet for all Cessna
210/T210/P210 airplanes
Cessna
210/T210/P210
Training Syllabus
All Cessna P210 training will be both individualized
according to a given pilot’s need and based overall on the AOPA
Air Safety Foundation P210 Safety Review. All training programs will
include the following:
- Review of Cessna 210/T210/P210 accident
history, with special attention to specific features of this
aircraft (for example: vapor lock, shape/size of the fuel tanks,
and fuel pump system) which have established trends in prior
accident evaluations
- Emphasis on electric trim as a
particularly insidious and potentially lethal failure mode for
this aircraft
- Review of pre-solo exam
- Review of type-specific
checklist (a list developed by Flight Level Aviation over the
last 4 years which currently contains almost 100 items unique to
this aircraft and its systems which are useful in a practical
sense during preflight inspections and during ground and flight
operations)
- Review aircraft maintenance logs
and weight and balance
- Review of operation of installed
avionics, with particular attention to aircraft specific
factors, such as GPS/autopilot coupling
- Review of supplemental type
certificated items which could affect aircraft performance
(including but not limited to intercoolers, STOL kits, dual
vacuum pumps, digital engine monitors, and/or icing equipment)
- Basic air maneuvers (including
stalls in multiple configurations, steep turns, power settings
for climbing and level flight and descent under various ambient
temperature conditions)
- Takeoff and landing proficiency,
including short field, no-flap, crosswind, and high density
altitude considerations at varying aircraft weights
- Simulated or actual performance
of all emergency checklist items, including engine failures in
multiple configurations, flight control or flap system failure,
inflight fire, vacuum and electrical system loss, use of manual
gear extension system, unforecast icing encounters, and sudden
decompression/emergency descent
- Instrument proficiency
evaluation, emphasizing partial panel operations enroute and on
approach
- Turbocharger critical altitude
check and pressurization system operational testing
- Detailed review of engine power
and fuel flow operating parameters for safety and engine
longevity
- Ground and in-flight review of
high altitude physiology, including simulated operation of the
aircraft’s oxygen generating system, actual in-flight pulse
oximetry, and correlation of such pulse oximetry with projected
times of useful consciousness in the event of sudden
decompression
- Review of air traffic control
considerations specific to this aircraft (limitations in
aircraft climb and descent rates which may be viewed by air
traffic control as unusual for an aircraft capable of flying in
the flight levels)
- High altitude cross-country
flight, culminating in a flight of 200 nautical miles or greater
at or above Flight Level 200 with a full stop landing at a Class
B primary airfield under instrument flight rules. Depending on
weather conditions and student interest, this flight may
alternately culminate in a simulated high-altitude engine
failure with a "dead stick" instrument approach –
the ultimate IFR simulated emergency!
- Review of pertinent recent
published articles from the popular aviation publishing
community in reference to safe operation of the Cessna P210
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 including intercooler myths
i.e. do not reduce power on takeoff for an intercooled engine
- 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 i.e. 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 and horizontal
stabilizer trailing edge
- 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) (** Controversial/Debatable)
- 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"
- High altitude restart tehniques including
comparison of Cessna vs. Continental recommendations
- 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
- Life-limited parts on P210 (windshield, window,
ice light)
- Consider 10 degrees flaps with electrical
failure to minimize runway length requirements for landing
- Operation of exterior courtesy light
- Operation procedures with original vs. slope
turbo controller
- Use of high vs. low fuel pump for emergency
procedures
- Use of high vs. low fuel pump for normal
procedures in start and climb
- Tendency of fuel to spray from vents if tanks
are full and ball is not centered in climb
- Importance of pre-flighting fuel vents esp. in
cold weather
- Technique to verify TKS tanks are full
- Cessna 400B Autopilot operating quirks esp.
with newer GPS units
- Fuel tank switching procedure/timing to
minimize vapor lock
- Weaker brakes when flying from right seat
- Avoid both flaps and speedbrakes in icing
conditions
- Identifying TKS pump failure
- Inconel vs. Stainless exhausts:
Maintenance and AD issues; Stainless has some possible advantages
in terms of failure modes
- Implications of static system leak inside vs.
outside pressure vessel re: partial panel interpretation
- Post-start ammeter check
- Implications of vacuum system leak in
pressurized vs. non-pressurized flight
- Gear mirror design for known-ice compatibility
- Oil temperature variance with outside
temperature vs. phase of flight vs. engine age vs. oil selection
vs. mechanical malfunctions
- Throttle controller calibration effects vs. oil
temperature
- Reasons to consider flying with electric
pressurization switch "on" at all times with dump valve pulled
- Static wick effects on avionics function
- Door pin pre-flight and damage prevention
considerations
- Effect of overly long breather tube on icing
risks
- Effect of improperly shaped/sized fuel vents on
icing considerations
- Rigging test to assure no interference between
rudder and elevator
- Grounding strap in tail section
- Availability of structural support STC for tail
- Inspect nosewheel pins for absence of towing
damages
- Vinyl flap tabs to prevent damage with movement
- Multiple possible modes of turbocharger failure
-- wastegate, turbo controller, blade loss, oil leak
- Importance of changing turbo check valve on a
regular basis
- Performance tables for original airframe vs.
modified induction air scoop
- Significant potential of aircraft to
weathervane without full aileron to stop on crosswind takeoff or
landing roll
- Turn off autopilot in icing conditions
- Conditions amenable to elevator or elevator
trim freeze in icing conditions and procedures to handle these
situations
- Cowl flap position can affect vacuum pump
pressure
- Run both TKS pumps periodically for lubrication
purposes (if equipped with known-ice TKS)
- Windshield TKS pumps prime main pumps
- Nose strut inflation can affect proper
operation of squat switch
- Freezing water can cause control surface
failure at altitude, especially elevator trim tab
- High-pitched sound from runaway gear-up motor
- Significance of 209 bulkhead cracks
- Leaking near wingroot seals can cause random
gear horn activation after rain
- Include fuel overflow line on belly of aircraft
as part of pre-flight inspection
- Inconel vs. Stainless exhaust considerations
and inspection requirements
- 30"/2500 produces higher temps than 31"/2500 --
thus increase airspeed before reducing power if CHTs increase in
climb
- Turning difficulties from overinflation of nose
strut
- Fuel vent concerns re: potential leakage if
aircraft is parked on unlevel surface; may be reduced if "Both"
fuel selector [if available] is switched to a single tank
- Why is a hand primer installed on a
fuel-injected engine? For hand-propping? (Not
advisable)
- "LOP Hiccup" can occur particularly at high
altitude for those who choose lean of peak operation
- POH Fuel Flows are minimums for rich of peak
engine cooling; they are not target fuel flows to set engine power
- "The Elusive Falling Manifold Pressure in
climb" including causes and correction techniques
- Resistor setup controls operation of low boost
pump - does it increase or decrease fuel flow when activated in
climb?
- Potential causes of fire when starting in
winter, including auxillary fuel pump drain overflow risk
- In-flight decision making with smoke in cockpit
due to electrical vs. engine vs. cabin sources
- Failure modes of throttle vs. prop vs. mixture
control cables
- Throttle setting effects on air inflow with
in-flight fire
- Landing with inoperative elevator
- Physiology and physics of sudden decompression
- Beware potential for inoperative manual primer
with outflow disconnected but inflow still operating
- Static and alternate static source locations
on pressurized aircraft and implications for failure of static
system or static instruments
- Engine may stop on landing roll if mixture
set too rich or if fuel pump left on for landing
- Differences in part-throttle critical
altitude for P210 serial numbers 761+ vs. earlier
P210
Pressurization/High Altitude Checkout
Pressurization can be an extremely effective tool to add
comfort, utility, and safety to operation of an aircraft. However,
understanding the advantages and limitations of pressurization is
important for safety, particularly in a single-engine,
non-redundantly pressurized aircraft such as the Cessna P210.
Dr. Kaplan’s dual experience as a
physician/aviation medical examiner and a flight instructor is very
helpful in explaining and demonstrating the medical considerations
involved in pressurized flight, including application of this
information to a particular student’s medical history, where
applicable. This is done both in ground school (reviewing curves of
useful times of consciousness after sudden decompression) and by
in-flight use of a pulse oximeter (a painless oxygen sensor on a
pilot’s finger) to give each student specific guidelines for safe
aircraft and cabin altitude selections specific to that pilot’s
medical history.
Specific items covered during the
pressurized/high-altitude portion of a Cessna P210 checkout include
the following:
Ground Instruction
- Turbocharger/pressurization
system operational check enroute to FL230
- Small pressurization leaks
are common (typically from right-side emergency door) and
may preclude reaching FL230 with appropriate cabin altitude
- Aircraft responsiveness
reduces with altitude, especially above FL200
- Caution to avoid turning on
fuel boost pump with engine operating
- Turbocharger high-altitude
“bootstrapping” theory
- Review of high altitude of
physiology, esp. re: sudden decompression and useful length of
consciousness
- Consider pulse oximetry
demonstration
- Risk rises exponentially
above FL190
- Consider systems interactions
with a high-altitude engine failure
- Vacuum systems inoperative
(thus boots and DG/AI inoperative)
- Electric AI and panel
avionics continue to operate but descent time could
exceed useful battery life à
Consider Handheld GPS with electronic HSI
- If equipped with TKS,
consider brief TKS operation in descent to build up passive
effect of TKS fluid throughout remainder of descent
- Review of P210 oxygen system
maintenance/operation
- Failure modes of oxygen
generators
- Discussion of service
bulletin for periodic replacement
- Limitations of a
one-use-only oxygen generator
- Review of lower flight level
weather strategies
- Useful to top weather in
winter
- Unable to top weather in
summer; Lower/VFR flight is usually a better strategy in
summer
- Winds aloft can be a
determining flight planning factor, especially in winter
- Always File IFR above 12,000
Feet: Note it is often difficult from this altitude or above
to discern whether a pure VFR descent will be attainable
- Use and Pitfalls of High
Altitude Enroute Charts
- Consider filing for a Full
Route Clearance as preferable to Jet routes
Flight Instruction
- Descent planning from the Flight
Levels
- ATC Often not familiar with
P210 descent profile
- Delayed descent must be
considered in fuel planning contingencies – Do not run out
of fuel while descending over airport!
- Culminate in landing at a
Class B Primary airport
- Emergency Descent
- Published/Smooth Air
procedure (gear down, flaps up, pitch to redline)
- Consider effects of
propeller position
- Alternate approach: Steep
Spiral
- Alternate approach: Lower
speed with full or partial flaps
- High Altitude Engine Failure in
IMC: Emergency Dead Stick Approach Options
- Mental calculation of
descent profile
- Midfield crossover at
predetermined altitude
- GPS VNAV (Panel-Mount or
Handheld)
- Do not forget engine restart
is more difficult above 15,000 feet: Consider additional
engine restart attempt at or below this altitude
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