200-SERIES SERVICEMANUAL TillSMANUAL SUPERSEDESANDREPLACESALL PREVIOUS200-SERIES SERVICEMANUALS. D 310-13McCormick-ArmstrongCo--1500--4/1/65 ------ - . A LISTOfEFFECTIVEPAGESI Title "A"Page ithruiv 1-1thru1-10 2-1thru2-40. 3-1thru3-27 4-1thru 4-6 5-lthru5-10 5-lOAthru5-lOB 5-11 5-11Athru5-11D 5-12thru5-27 5-27Athru5-27B 5-28thru5-47 5-47Athru5-47F 5-48thru5-67 5A-lthru5A-23 5A-23Athru5A-23D 5A-24thru5A-34 5B-lthru5B-19 5C-lthru5C-30 6-1thru6-12 7-1thru7-10 7A-lthru7A-11 8-1thru8-9 9-1thru9-8 10-1thru10-9 11-1thru11-5 12-1thru 12-39-40 12-41thru 12-54 13-1thru13-33 14-1thru14-12 15-1thru15-11 16-1thru16-23 17-1thru 17-24 18-1 19-1 19-lA thru 19-lB 19-2 thru 19-28 20-1thru20-2 INSERTLATESTCHANGEDPAGES,DESTROYSUPERSEDEDPAGES AppendixPages Al-lthruAl-3 A2-lthru A2-10 A3-lthru A3-4 A4-lthru A4-2 A5-lthru A5-2 A6-l A7-l A8-l A9-l Al0-1 A11-l Bl-1 B2-lthru B2-22 B3-lthruB3-3 B4-l B5-lthru B5-2 B6-lthru B6-2 B7-lthruB7-2 B8-lthruB8-2 B9-lthru B9-2 c Cl-1thru Cl-22 C2-l 1270405thru16. 1 C3-l 1270625thru16.1 Dl-1thru Dl-2 D2-lthru D2-13 D3-l D4-lthru D4-2 D5-l F SECTION 1 2 3 4 5 5A 5B 5C 6 7 7A 8 9 10 11 12 13 14 15 16 17 18 19 20 APPENDIXA APPENDIXB APPENDIXC APPENDIXD TABLEOFCONTENTS GENERALDESCRIPTION GROUNDHANDLING,SERVICING,LUBRICATION,ANDINSPECTION. FUSELAGE AIRFRAME HYDRAULICSANDLANDINGGEAR HYDRAULICSANDLANDINGGEAR- 210BTHRU210D LANDINGGEAR- MODELS205AND206SERIES. HYDRAULICSANDLANDINGGEAR- 210EANDON AILERONCONTROLSYSTEM..... HYDRAULICFLAP CONTROLSYSTEMS ELECTRICALFLAP CONTROLSYSTEMS ELEVATORCONTROLSYSTEM... ELEVATORTRIMCONTROLSYSTEM RUDDERCONTROLSYSTEM... RUDDERTRIMCONTROLSYSTEMS POWER PLANT FUEL SYSTEM PROPELLERS. UTILITYSYSTEMS. INSTRUMENTSANDINSTRUMENT SYSTEMS ELECTRICAL SYSTEMS. ELECTRONICSYSTEMS STRUCTURALREPAIR PAINTING HYDRAULICCOMPONENTSREPAIR- 210&210A. HYDRAULICCOMPONENTSREPAIR- 210BTHRU210D. ELECTRICAL WIRING DIAGRAMS........ . HYDRAULICCOMPONENTSREPAIR- 210EAND ON Page .1-1 .2-1 3-1 4-1 5-1 5A-1 5B-1 5C-1 6-1 7-1 7A-1 8-1 9-1 10-1 11-1 12-1 13-1 14-1 15-1 16-1 17-1 18-1 19-1 20-1 A1 B1 C1 D1 II MODEL NAMEMODELSERIALS YEAR 196021057001thru57575 1961210A21057576thru21057840 1962210B21057841thru21058085 1963210C21058086thru21058220 1964210CENTURION210D21058221thru21058510 1965210CENTURION210E21058511thru 1963205205-0001thru205-0480 1964205A205-0481thru205-0577 1964SUPER SKYW AGON206206-0001thru206-0275 1965SUPER SKYW AGONU206U206-0276thru (UTILITYCARGODOOR) 1965SUPER SKYWAGONP206P206-0001thru (PASSENGERDOOR) 1965SUPER SKYLANEP206P206-0001thru - ~- ~ --- - - - - - - --ii FOREWORD Thismanual contains factoryrecommended procedures andin-structions forgroundhandling,servicing andmaintaining Cessna 200-Seriesaircraft.These include theModels205,206,and210. Besides serving as areference fortheexperienced mechanic,this book alsocovers step-by-step procedures for the lessexperienced man.Thismanual should be kept in ahandyplace forreadyrefer-ence.If properly used,it will better enable themechanic to main-tain Cessna200-Seriesaircraft andtherebyestablish areputation forreliable service. Theinformation in thisbookis based on data availableat the time ofpublication,andissupplemented andkept current byservice lettersandservice newsletters published byCessna AircraftCom-pany.These aresent toall Cessna Dealersso that they have the latest authoritativerecommendations forservicing Cessna airplanes. Therefore,it is recommended thatCessna ownersutilize the know-ledgeandexperienceofthefactory-trained Dealer Service Organi-zation. I iii iv MAINTENANCEANDSAFETYSUGGESTIONS ONALL210-SERIESAIRCRAFT 1.Whenparting anylines,alwayscap or plug alllinesand fittingsto avoiden-trance of dirt andair into the system.Thisappliestoall test andfillequip-ment as well. 2.Wheninstalling anynewlines or equipment,alwaysbecertain linesand equipment areclean,have been flushedwithclean hydraulicfluidand are as near fullof clean fluidaspossible tominimizebleeding. 3.Avoid using the airplane hand pump toretract thelandinggear. 4.Avoid subjecting thehydraulicsystemor anycomponent to more than2200PSI. It ispossibletoexceed the pressure limit when external handpumpsarecon-nected to bypass thepower pack. 5.Avoidriggingadjustmentsor maintenanceon thelanding gear when the airplane is notsecurely onjacks. 6.Avoid pressure ofmore than10PSI to the powerpack reservoirduring filling operations;otherwise,damageto thereservoir seals mayresult. 7.Avoid using or installing gust lockson the flaps;otherwise,damagemayre-sult if flapsare accidentallyoperated. 8.Beforeperforming anymaintenance in anyofthewheelorstrut wells,always disconnect thedoorstoavoidinjury from:mintentional actuationofthedoors. ONMODEL210AND210AAIRCRAFT 1.Before performing anychecking,inspecting,parting of lines and/ormain-tenanceprocedures,dischargeall pressure fromtheaccumulatorbyop-erating the wingflapsuntil pressurehas been expended. 2.Whenremovingaccumulatorfromtheairplane,alwaysreleaseall nitrogen or air pressure from theaccumulatorandavoidrechargingaccum,Jlatoruntil it hasbeenreinstalled in theairplane. SECTION1 GENERALDESCRIPTION 1-1.GENERALDESCRIPTION- 210SERIES.The Cessna210Series airplanes are four-place,high-wing monoplanes,ofall-metal,semi-monocoque airframe construction.The210Seriesemploy afullyretract-abletricycle landinggear with thefamiliarspring-steel main gearstruts.Thesteerable nosegearis an air-oil filledoleostrut.Thelanding gear is hy-draulically actuated.Prior to theModel210D,the wing flapsare also hydraulically actuated.Begin-ning withtheModel21 OD,thewingflapsareelec-trically actuated.Anindividualchild'sseat is located immediately aft ofeach rear passenger's seat on theModel210Dand on.Theairplanes are powered by asinglesix-cylinder,horizontally-opposed,air-cooled,fuel-injectionContinentalen-ginedriving an all-metalconstant-speed propeller. Distinctive featuresoftheairplane are theswept fin and rudder and theconicalcamber designofthe wingtips. 1-2.GENERALDESCRIPTION- 205SERIES.The Cessna205Series airplanes are six-place,high-wing monoplanes,ofall-metal,semi-monocoque airframe construction.The205Seriesemploy anon-retract-abletricycle landing gear with the familiarspring-steelmain gearstruts.Thesteerable nose gear is an air -oil filledoleo strut.The flapsare electric-ally actuated.Theairplanesare powered by asingle six-cylinder,horizontally-opposed,air-cooled,fuel-injectionContinentalenginedriving an all-metal constant-speed propeller.Distinctive featuresof the airplane are theswept fin and rudder and the conicalcamberdesignof thewingtips. 1-3.GENERALDESCRIPTION- 206SERIES.The Cessna206Series airplanes are high-wingmono-planes,ofall-metal,semi-monocoque airframecon-struction.The206Seriesemploy anon-retractable tricyclelanding gear withthe familiarspring-steel main gear struts.Thesteerable nosegear is an air-oil filledoleostrut.The flapsare electrically actuated.Theairplanesare powered by asingle six-cylinder,horizontally-opposed,air-cooled,fuel-injection Continentalenginedriving an all-metal constant-speed propeller.All206Series are equipped with an entrancedooroneach sideofthe cabin and abaggagedoorontheleft sideof thefuse-lage,except theModel206and U206Series.The Model206and U206Series are equipped with large doublecargo doorsontherightsideofthe fuselage and anentrance doorontheleft side ofthecabin. Except fortheP206 Super Skylane,all206Series seating arrangements are standard one-place,but provisions aremade fortheadditionofoptionalseats tomakesix-place airplanes.TheP206 SuperSky-laneis astandard six-place airplane.Distinctive featuresoftheairplane are theswept finand rudder and theconicalcamberdesignofthe wingtips. 1-4.Leading particulars ofeachmodel,with di-mensionsbasedongross weight,are givenin the followingcharts.If these dimensions are used for constructing ahangaror computingclearances, remember that such factors as nosestrut inflation, tire pressures,tire sizes,and load distribution may result in somedimensionsthat areconsider-ably different fromthose listed. 1-1 MODEL210AND210A DESIGNGROSSWEIGHT FUELCAPACITY(Total) Optional(210Aonly) OILCAPACITY................. ENGINEMODEL(Referto Section12 forEngineData) PROPELLER(Constant Speed)........ . LANDINGGEAR(RetractableHydraulicActuated) MAINWHEELTIRES Pressure... NOSEWHEELTIRE Pressure(210). Pressure (210A)............. NOSEGEAR STRUTPRESSURE(StrutExtended) . WHEEL ALIGNMENT Camber... . Toe-in... . AILERONTRAVEL Up..... . Down............. WINGFLAP TRAVEL(Hydraulic-Actuated)...... RUDDERTRAVEL(Measured perpendicular to hingeline) Right..... . Left ...... . ELEVATORTRAVEL Up...... . Down.... ELEVATORTRIMTABTRAVEL Up(210).. Down(210)... . Up(210A).... . Down(210A).... PRINCIPAL DIMENSIONS .2900lb .65gal. .84gal. .12 qt .CONTINENTALI0-470-E .82"HARTZELLorMcCAULEY .Tricycle .15 x6. 00x6,6-ply rating .53psi .5. 00x5,6-ply rating .35psi .45psi .95psi .+401. 50 .0to. 06" .202 142 .0to38,+2-1 o .2713'1 .2713'1 .2630'1 .221 .25,+1-0 .15,+1-0 .10' +2 -0 .25' +2 -0 Wing Span......36'7" Tail Span......10'10" Length.................27'9" Fin Height(Maximum withNoseGearDepressed andRotating Beacon Installed onFin) .9'9" Track Width....8'2-1/2" BATTERYLOCATION 210. 210A..... 1-2 .UnderBaggage CompartmentFloor .UnderPilot's Seat I MODEL210BAND210C DESIGNGROSSWEIGHT FUELCAPACITY(Total) Standard ..... . Optional..... . OILCAPACITY................. ENGINEMODEL(Referto Section12 forEngineData) PROPELLER(Constant Speed)......... LANDINGGEAR(RetractableHydraulic Actuated) MAINWHEELTIRES Pressure... NOSEWHEELTIRES Pressure... NOSEGEAR STRUTPRESSURE(StrutExtended). WHEEL ALIGNMENT Camber... . Toe-in... . AILERONTRAVEL Up..... . Down.............. WINGFLAPTRAVEL(Hydraulic Actuated)...... RUDDERTRAVEL(Measured perpendiculartohingeline) Right...... Left..... . ELEVATORTRAVEL Up...... . Down..... . ELEVATORTRIMTABTRAVEL Up....... . Down...... PRINCIPALDIMENSIONS Wing Span.... . Tail Span.... . Length................... . Fin Height(MaximumwithNoseGearDepressed and RotatingBeacon Installed onFin) . Track Width... BATTERYLOCATION....... .3000lb .65gal. .84gal. .12 qt .CONTINENTALI0-470-S .82"McCAULEY .Tricycle .6. 00x6,6-ply rating .42psi .5. 00x5,6-ply rating .45psi .95psi .+401. 50 .0to. 06" .202 .142 .0to40,+1 -2 .2713'1 .2713'1 .2630'1 .181 .20,+1-0 .20,+1-0 .36'7" .10'10" .27'9" .9'9" .8'2-1/4" .Right SideofFirewall I 1-3 DESIGNGROSSWEIGHT FUEL CAPACITY(Total) Standard ..... . Optional......... . MODEL210D&ON OILCAPACITY(Detergent Only).......... ENGINEMODEL(RefertoSection12 forEngineData) PROPELLER(Constant Speed)......... LANDINGGEAR(Retractable HydraulicActuated) MAINWHEELTIRES Pressure............... . NOSEWHEELTIRE............ . Pressure............... . NOSEGEARSTRUTPRESSURE(StrutExtended). WHEEL ALIGNMENT Camber... . Toe-in... . AILERONTRAVEL Up..... . Down............... . WINGFLAP TRAVEL(ElectricallyActuated)..... RUDDERTRAVEL(Measured perpendicular to hingeline) Right..... . Left ...... . ELEVATORTRAVEL Up...... . Down..... . ELEVATORTRIMTABTRAVEL Up....... . Down...... . PRINCIPALDIMENSIONS WingSpan.... . Tail Span.... . Length..... . Fin Height(MaximumwithNoseGearDepressed andRotating .3100lb .65gal. .84gal. .12 qt .CONTINENTALI0-520-A .82" McCAULEY .Tricycle .6. 00x6,6-ply rating .42psi .5. 00x5,6-plyrating .45psi .95psi .0" to. 06" .21 2 .1430'2 .0tO 40'+1 -2 .2713'1 .2713'1 .2630'1 .181 .20'+1 -0 .10,+1-0 .36'7" .11'8" 27'9" Beacon Installed onFin).9'9" Track Width....8'2-1/4" BATTERYLOCATION.....................Right SideofFirewall 1-4 ------I MODEL205AND205A DESIGNGROSSWEIGHT FUEL CAPACITY{Total) Standard ..... . Optional..... . OILCAPACITY............... ENGINEMODEL{Referto Section 12 forEngineData) PROPELLER(Constant Speed) LANDINGGEAR{Non-retractable) MAINWHEELTIRES Standard. Pressure Optional. Pressure NOSEWHEELTIRE Standard. Pressure.. . Optional... . Pressure............... . NOSEGEAR STRUTPRESSURE{StrutExtended) . WHEEL ALIGNMENT Camber... . Toe-in... . AILERONTRAVEL Up..... . Down............... WINGFLAPTRAVEL{Electrically-Actuated).. RUDDERTRA VEL(Measured perpendiculartohingeline) Right..... . Left ...... . ELEVATORTRAVEL Up...... . Down..... . ELEVATORTRIMTABTRAVEL Up....... . Down...... . PRINCIPALDIMENSION .3300lb .65gal. .84gal. .12 qt .CONTINENTAL10-470-S .82"McCAULEY .Tricycle .6. 00x6,6-plyrating .42psi .8. 00x6,6-ply rating .35psi .5. 00x5,6-ply rating .45psi .6. 00x6,4-plyrating .35psi .95 psi .0"to. 06" .202 .142 .0to40,+1-2 .2713'1 .2713'1 .2630'1 .181 .20,+1 -0 .20,+1-0 WingSpan......36'7" Tail Span.....10'10" Length....................27'9" 1Fin Height(MaximumwithNoseGear DepressedandRotating Beacon InstalledonFin).................9'9" Track Width....8'1-3/4" BATTERYLOCATION...................Right SideofFirewall 1-5 DESIGNGROSSWEIGHT FUELCAPACITY(Total) Standard.... . Optional..... . MODEL206SERIES OILCAPACITY(Detergent Only)..... ENGINEMODEL(Referto Section12 forEngineData) PROPELLER(Constant Speed).. LANDINGGEAR(Non-retractable) MAINWHEELTillES Standard. Pressure Optional. Pressure NOSEWHEELTillE Standard. Pressure.. . Optional... . Pressure...... NOSEGEAR STRUTPRESSURE(StrutExtended) . WHEELALIGNMENT Camber... . Toe-in... . AILERONTRAVEL Up..... . Down.... . WINGFLAPTRAVEL(Electrically Actuated)..... RUDDERTRAVEL(Measured perpendicularto hingeline) Right..... . Left ...... . ELEVATORTRAVEL Up...... . Down..... . ELEVATORTRIMTABTRAVEL Up....... . Down...... . PRINCIPALDIMENSIONS .3300lb .65gal. .84gal. .12 qt .CONTINENTALI0-520-A .82"McCAULEY .Tricycle .6. 00x6,6-plyrating .42 psi .8. 00x6,6-plyrating .35psi .5. 00x5,6-plyrating .45psi .6. 00x6,4-ply rating .35psi .95psi .+401. 50 .0" to. 06" .21 2 .1430'2 .0to40,+1-2 .2713'1 .2713'1 .2630'1 .181 .15,+1-0 .25,+1-0 WingSpan......36'7" Tail Span.........11'8" Length(Except SuperSkylane).27'9" Length(Super Skylane)..................28'2" Fin Height(MaximumwithNoseGear Depressed andRotating Beacon InstalledonFin)..9'9" Track Width-....8'1-3/4" BATTERYLOCATION....................Right SideofFirewall 1-6 0. 017.8 0.018.0 8.1 I 44.0 65.390.0 124.0140.0 172.0 209.0 68.3 59.7 MODEL210A 65.390.0 68.3 98.0 59.7 MODEL210 18.0 MODELS210EANDON 152.2180.6209.0 138. 0166. 419. 8 124.0 112.0 MODELS210BTHRU210D 230.1 Figure1-1.FuselageReferenceStations(210Series) I 1-7 1-8 0.0 18.0 54.8 65.3 68.344.0 59.7 MODELP206 SUPER SKYLANE 65.3112.0152.2180.6209.0 138.0166.4 I 230. 1 124.0 100.0 (DOORNOTUSEDON MODELS206ORU206) MODEL205SERIES MODEL206&U206 MODELP206 SUPER SKYWAGON RIGHTSIDEVIEW OF MODELS206&U206 18.065.3112.0 0.090.0138.0 ~ = I 124.0 59.7 Figure1-2.FuselageReference Stations(205and206Series) 56.41 71.97 85.87 MODEL205SERIESAND MODEL210(PRIORTO210D) MODEL206SERIES AND MODEL210DANDON 35.00 Figure1-3.WingReferenceStations 1-9 1-10 TORQUEVALUESINPOUND-INCHES FINETHREADSERIES STANDARDTYPENUTS SHEARTYPENUTS BOLTSIZE Alternate Alternate (SeeNote1)(SeeNote2)ValuesMS20364,AN320 Values AN310 AN316,AN7502 AN320 (SeeNote4) (SeeNote4) 10-3220-2520-2812-1512-19 1/4-2850-70 50-7530-40 30-48 5/16-24 100-140100-15060-8560-106 3/8-24160-190160-26095-110 95-170 7/16-20450-500450-560270-300 270-390 1/2-20480-690480-730290-410 290-500 9/16-18800-1000800-1070480-600 480-750 5/8-181100-13001100-1600660-780 660-1060 3/4-162300-25002300-33501300-15001300-2200 7/8-142500-30002500-46501500-1800 1500-2900 1-143700-55003700-66502200-33002200-4400 1-1/8-125000-70005000-100003000-42003000-6300 1-1/4-129000-110009000-167005400-66005400-10000 COARSETHREADSERIES BOLTSIZE (SeeNote1) STANDARDTYPENUTS (SeeNote3) SHEARTYPENUTS MS20364,AN320,AN316 8-32 10-24 1/4-20 5/16-18 3/8-16 7/16-14 1/2-13 9/16-12 5/8-11 3/4-10 7/8-9 1-8 1-1/8-8 1-1/4-8 NOTES: 12-15 20-25 40-50 80-90 160-185 235-255 400-480 500-700 700-900 1150-1600 2200-3000 3700-5000 5500-6500 6500-8000 (1)AN3,AN23,AN42,AN173,MS20004,NAS334,NAS464Seriesbolts; AN502,AN503,NAS220andNAS517Series Screws. 7-9 12-15 25-30 48-55 95-100 140-155 240-290 300-420 420-540 700-950 1300-1800 2200-3000 3300-4000 4000-5000 (2)AN310,AN315,AN345,AN362,AN363,MS20365,AN366,"EB","1452", "Z1200,""UWN''andotherself-locking nuts. (3)AN310,AN340,MS20365,AN366andother self-locking anchornuts. (4)Whenusing AN310andAN320castellatednuts where alignment between bolt and cotter pinholesisnotreached usingnormal torquevalues,use alternate torque valuesorreplace nut. Thesetorque valuesarederived fromoil-free cadmium-plated threads,and arerecommended forall installation procedures contained in this book except whereother valuesarestipulated.Theyarenot to beused forchecking tightnessof installed parts during service. I SECTION2 GROUNDHANDLING,SERVICING,LUBRICATION,ANDINSPECTION TABLEOF CONTENTS GROUNDHANDLING Towing. Hoisting. Jacking. Parking. Tie-Down HangarStorage OutsideStorage Extended Storage. ReturntoService Leveling .. SERVICING.. FuelTanks Fuel Drains EngineOil. Induction AirFilters VacuumSystem AirFilters Battery........ . Tires......... . NoseGearStrut.... . NoseGearShimmyDampener HydraulicBrake Systems.. HydraulicReservoir(210Series) HydraulicFilter(210Series) Accumulator(210-210AOnly) HydraulicFluid Sampling OxygenCylinder.... OxygenFaceMasks ... CLEANING ........ . Windshields and Windows PlasticTrim .... Aluminum Surfaces Painted Surfaces.. EngineCompartment Upholstery and Interior Propellers Wheels...... . LUBRICATION.... . NoseGearTorqueLinks HYDROTEST OPERATIONS FlowRegulation... 2-1.GROUNDHANDLING. Page 2-1 2-1 2-2 2-2 2-2 2-2 2-2 2-2 2-6 2-6 2-6 2-6 2-7 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-8 2-8 2-8 2-9 2-9 2-9 2-9 2-16 2-16 2-16 2-16 2-16 2-16 2-16 2-16 2-16 2-16 2-16 2-22 2-22 2-2.TOWING.Moving theairplane byhand is accomplished by using thewingstrutsand landing gear strutsaspush points.A towbar attached to thenosegearshould be used forsteering and maneuvering theairplane.Whennotowbar is available,pressdownat thehorizontal stabilizer frontspar,adjacent to the fuselage,toraise the nosewheeloff the ground.With thenose wheel clear oftheground,theairplanecan beturnedby pivotingitaboutthemain wheels. HydroTest Operating Suggestions USINGHYDROTEST(210-210A)... GearCycling .......... Checking AccumulatorAirCharge SystemPressure Regulator... LandingGearHandleRelease(GearDown). LandingGearHandleRelease(GearUp). PriorityValve...... Pressure RegulatorCycling AirLeakage.... GearCycleTiming.... SystemReliefValve FlapThermal ReliefValve. Bleeding andProofPressureTesting. Bleeding Procedure..... ProofPressureTesting USINGHYDROTEST(210BANDON) ConnectingHydro Test.. DisconnectingHydroTest. Filling Airplane Reservoir BleedingTime-Delay Valve BleedingHydraulic System Bleeding Emergency HandPump Leak-Testing... . CyclingLandingGear.... . Time-DelayValve..... . HandleRelease....... Gear-UpPriority Valve(210B, C, D) Gear-DownPriorityValve(210B, C, D) Priority Valve(210E). Primary ReliefValve. Secondary ReliefValve AirLeakage..... GearCycleTime... FlapThermal ReliefValve Flap WeepValve..... BenchTestingPowerPack ConnectingHydroTest.. CheckingPowerPackValves INSPECTION ......... . 2-22 2-23 2-23 2-23 2-23 2-23 2-24 2-24 2-24 2-24 2-25 2-25 2-25 2-25 2-26 2-26 2-27 2-27 2-27 2-27 2-27 2-27 2-27 2-27 2-28 2-28 2-28 2-29 2-29 2-29 2-30 2-30 2-30 2-30 2-31 2-31 2-31 2-31 2-31 2-33 When towing theairplane,never turn thenose wheel of theModel210and210Amore than30 degreeseither sideofcenter or thenosegear will be damaged.Nose wheel turningradius ofall other200Seriesairplanesis 35degrees eitherside ofcenter.Donot push on control surfaces or outboardempennagesurfaces. When pushingon the tailcone,alwaysapply pressure at abulkhead toavoidbuckling the skin. 2-1 TOWBARUSEDWITHOUT SPEEDFAIRINGS~ ~ ~ ~TOWBARUSEDWITH SPEEDFAIRINGS USETOWBARCAREFULLY TOAVOID SCARRINGFINISHONSPEEDFAIRING Figure2-1.TypicalTowBars 2-3.HOISTING.Theairplanemay behoistedwith hoistsof two-toncapacity,either byusing hoisting rings(optional-equipment) or by usingsuitableslings. Thefrontsling should behooked totheenginelifting eye,and the aftsling should bepositioned aroundthe fuselageat thefirst bulkheadforwardoftheleading edgeofthestabilizer.If theoptional hoistingrings are used,aminimumcablelength of60inchesfor eachcableisrequired to prevent bendingof theeye-bolt typehoistingrings.If desired,aspreader jig may be fabricated to applyvertical forceto theeye-bolt. 2-4.JACKING.Refer tofigure2-2forjacking pro-cedures. When using the universaljack point,flexibility of thegear strut will cause themain wheel to slide inboard asthe wheel israised,tilting thejack.Thejack must then be lowered for asecondjacking operation.Jacking both wheelssimultaneously with uni versa! jack pointsisnotrecommended. 2-5.PARKING.Parking precautions dependprin-cipallyonlocal conditions.Asageneral precaution, it is wise to set theparking brakeorchock the wheels,andinstall thecontrollock.In severe weather, and highwindconditions,tie down theair-planeasoutlinedin paragraph2-6if ahangarisnot available. 2-6.TIE-DOWNshould beaccomplished in antici-pation ofhighwinds.Tiedown airplanesas follows: a.Tieropes or chainsto the wing tie-down fittings located at the upperend ofeach wingstrut.Secure 2-2 the oppositeendsof theropes or chainstoground anchors. b.Secure arope(nochains or cables)to theupper trunnion ofthenosegearandsecure oppositeendof ropetoagroundanchor. c.Secure themiddleofarope to tail tie-downring. Pulleachendofropeaway at 45 oangleandsecure togroundanchorsateach sideoftail. d.Install surfacecontrol locks between wingtip and aileron andoverfinand rudder. e.Install control lock on pilot'scontrol column if available;if control lockis notavailable,tie pilot's control wheel back with frontseat belt. 2-7.HANGARSTORAGE.Anairplanestoredin a hangarrequireslittleattention.Thefollowingoper-ations will maintain the airplane in aserviceablecon-dition. NOTE If theairplane is tobestored foralong period,see paragraph2-9. a.Rotatepropeller by handevery fewdaysto main-tain an oil filmon theinternal parts of theengine. b.Keep fuel tanksfull toretardmoistureconden-sation in the tanks. c.Keepbattery fullycharged toprevent theelec-trolyte from freezing in an unheated hangar. 2-8.OUTSIDESTORAGE.Short-term outside storage ofanairplanerequiressecure tie-down proceduresin accordance with paragraph2-6,as well as theprecautionslisted in paragraph 2-7.In addition,the pitot tube,air vents,openingsin the enginecowling,andothersimilaropeningsshould haveprotectivecoversinstalled ifrain,sleet,snow, or blowing dust ~ r anticipated. 1210SERIES! 36"MINIMUMFOR GEARRETRACTION ! WEIGHTED,ADJUSTABLESTAND ATTACHEDTOTIE-DOWN RING-----"' NOTE Wingjacksavailablefromthe Cessna SpareParts Department areREGENTModel 4939-30foruse with theSE- 576wingstands.Combination jacksare theREGENTMe>del4939-70 foruse without wingstands.The4939-70 jack(70-inch)maybeconverted to the4939-30jack(30-inch) byremoving thelegextensionsandreplacinglower braces withshorterones.Thebaseoftheadjustabletail stand(SE-767)isto befilledwithconcreteforadditional weightasasafety factor.TheSE- 576wing stand will also accommodatethe SANCORModel00226-150 jack.Otherequivalentjacks,tailstands, andadapterstandsmay beused. JACKINGTHEMODEL210 SERIESAIRPLANE 1.Lowertheairplanetail so thatwingjack andstandscan beplacedat wingjack points. 2.Raiseairplane tail andattach tail stand totail tie-down ring.Besure thetailstand weighsenough to keep the tail downunderall conditionsandthat it isstrong enough to support any weightthatmaybeplaced uponit. 3.Raisejacksevenly untildesired heightisreached.Whenjacking theairplane,themain landinggearwheelsmust be aminimumof16"aboveshop floorforlandinggearretraction. 4.Theuniversal jack pointmay be usedtoraiseonlyonemain wheel.Donotusebrakecasting as ajack point.Flex brakelineaway fromgearstrut whenusinguniversal jack point. 5.Thenosemay beraisedbyweightingdownthetail.Place weightoneach sideofstabilizer, next tofuselage. 6.Whenever thelandinggear is to beoperated in theshop,usethe wingjack andtail jack points toraise theairplane. 7.Theairplanemay be hoistedasoutlinedin paragraph2-3. REMOVINGTHEMODEL210 SERIESAIRPLANEFROMJACKS 1.Place landinggearcontrol handlein gear downposition. 2.Operateground hydraulicpowersource or airplaneemergency hydraulichandpumpuntil landinggear is down andlocked,thegreen (Down)lightis illuminatedandlandinggear control handlehas trippedtodownneutral. 3.Disconnectground hydraulicpowersource and/orstowemergency hydraulichandpumphandle. 4.On theModels210 and210Aairplanes,expendhydraulic pressure in theaccumulatorbyoperating the wing flaps.Todo this,operate wing flapsuntil theycease tomove,then manually move wing flapsin thedirection the wing flapcontrol handleindicatesuntil they hang limp. 5.Ascertain that green (DOWN)light is illuminated;then placemaster switchin OFF position. 6.Lowerjacksevenly untilairplanerests on thelanding gear andremove wingjacksand tail stand. 7.Compressnoselanding gearshock strut tostaticposition. Figure2-2.JackingDetails(Sheet1of2) 2-3 2-4 MASONITEBLOCK 4"SQUAREAND1"THICK WITHDEPRESSIONFORJACKINUNDER-SIDE.PADTOP SIDEWITH1/4"RUBBER. l205&206SERIESl UNIVERSAL JACKPOINT NOTE Thesamegeneral proceduremay be used forjacking theModel205and206 Series airplanes,except fordeletingallreferencestoretractablelanding gear andhydraulicwingflaps.-Sincewingjack pointsare not provided,use thepadded blocksshown to protectwingswhileusingwingjacks.Place pads at frontspars,just outboardofwingstruts. Figure2-2.JackingDetails(Sheet2of 2) Valvecoreremainsinstrut valve. Aninternal flexiblecable,in the valveextension,isused todepress thevalvecoreinstrut valve. DETAILA TYPEUSEDONLATER MODELS ANDASSPARESFORALLMODELS EXCEPTTHEMODEL210SERIES NOSEGEAR STRUT Valvecoreandcapremoved fromstrut valveandinstalled on lowerend of valveextension. DETAIL B TYPEUSEDONEARLIERMODELS EXCEPTTHEMODEL210SERIES Figure2-3.StrutFiller ValveExtension SHOPNOTES: 2-5 2-9.EXTENDED STORAGErequiresthe following precautionsin addition tosecure tie-down or storing the airplane in ahangar. a.Operateengine until oil temperaturereaches normalrange.Drain engineoil sumpcompletely andreinstall drain plug. b.Fill oil sump with12quarts ofcorrosion pre-ventiveoil,which has been pre-heated to225 ,Con-tinental MotorsCorporationrecommendsCosmoline No.1223supplied by E. F.Houghton& Co.,305W. LehighAvenue,Philadelphia,Pa. c.Start andoperateengineat1200- 1500rpm for fiveminutes. jCAUTION\ Monitorcylinder head temperatureclosely. Temperatureshallnotexceedmaximumallow-able. d.Withengineoperating andinduction air filter removed,spray corrosion-preventiveoil intothe induction airbox,at therateofone-halfgallonper minute,untilsmokecomesfromtheexhauststack, thenincrease thespray until theengineis stopped. Injecting oil too fastcan causeahydrostatic lock. e.Donotrotate propeller aftercompleting step d. f.Removeall spark plugs,andspraycorrosion-preventiveoil,whichhasbeen pre-heated to150-180F.,intoallspark plug holes. g.Replacelowerspark plugsor install solid plugs, and install dehydratorplugsin the upperspark plug holes. h.Coverspark plug terminals withshippingplugs or othersuitablecovers,andcover all otherengine and accessory vents,andother openingswithavapor -proofcoveringmaterial. i.Draincorrosion-preventive oil fromthesump andreinstall drain plug. NOTE Thecorrosion-preventive oil is harmful to paint andshould be wipedfrompaintedsur-facesimmediately. j.Attachawarning placard on the throttle control knob,to theeffect that theenginecontainsnolubri-cating oil.Placard the propeller to theeffect that it should notberotated while theengineis in storage. k.Lubricate all airframe items,andseal or cover all openings. 1.Model210and210A,expendhydraulicpressure in the accumulator.To do this,operate wing flapsuntil theycease tomove,then moveflapsmanuallyin the direction theflaplever indicatesuntil theyhang limp. m.Model210and-210A,releaseaccumulator pre-charge air pressure. n.Removebattery fromairplaneandstore in acool place;service battery periodically. o.Block upfuselagetoremove weight fromtires to prevent tires from flat-spotting. 2-6 NOTE Tires will takeaset,causing them to beout-of-round,ifan airplaneisleftparked formore than afewdays.For thisreason,astored airplaneshould beblocked up to prevent the tires fromflat-spotting. 2-10.RETURNING AIRPLANETOSERVICE.After short-term storage,returning theairplane toservice isaccomplishedbycompleting athorough pre-flight inspection.Afterextendedstorage,usethefollow-ing procedure toreturn the airplane toservice. a.Removeairplanefromblocksandcheck tires for proper inflation.Check forpropernosegear strut inflation. b.Checkbatteryandinstall. c.Removeall materials used toseal andcover openings. d.Removewarning placards postedat throttle and propeller. e.Removeandclean engineoil filter,thenreinstall andsafety.If anexternal oil filter isinstalled,re-place filterelementandsafety. f.Checkthat oil sumpdrain plug is installed and safetied,then service theengine withproper grade andquantityofoil. NOTE Thecorrosion-preventiveoilwillmixwith enginelubricating oil,so flushingthe oil sys-temisnotnecessary.Draining theoil sump willremoveenoughofthe corrosion-preven-tive oil. g.Service theinductionair filter(s)andinstall. h.Remove dehydrator plugsinstalled in spark plug. holesandrotate propeller byhandseveral revolutions toclearcorrosion-preventive oil fromcylinders. i.Install all spark plugsandconnect spark plug leads. j.Check fuelstrainer.Removeandclean filter screen if necessary.Check fuel tanksandfuellines formoisturecondensation andsediment,and drain enough fueltoeliminate. k.Checkhydraulicsystem forcorrect amountof fluid. 1.Model210and210A,precharge accumulator in accordance with paragraph 2-25. m.Performathorough pre-flight inspection,then start andwarm upengine. 2-11.LEVELING.On all modelsexcept theModel 206,remove thescuff plateat thebaggagecompart-mentdooropening anduse the lowersill to level the airplanelongitudinally.Correspondingpointson either theupperor lowermain doorsills may be used tolevel theairplanelaterally.On theModel 206,corresponding pointsonthe frontseat rails may be used to level the airplane laterally.The lowersurface of thepilot's upperdoorsill may be used forlongitudinalleveling. 2-12.SERVICING. 2-13.Servicingrequirementsareshown in the Serv-icingChart (figure2-4).The followingparagraphs supplement thisfigurebyadding detailsnotincluded in thechart. 2-14.FUELTANKSshould be filled tocapacity immediately after flighttoreducemoistureconden-sation.Standard tankcapacity is65gallons.All Modelsexcept the1961Model210may haveasop-tional equipmentlongrangewing which providesa fuelcapacity of84gallons.Therecommendedfuel grade tobe used in theairplanesis100/130 mini-mum,aviation grade gasoline. 2-15.FUEL DRAINSarelocated at various points in the fuelsystemstoprovide fordrainageofwater andsediment.SeeSection 13forlocation ofdrain plugsand valvesforthedifferent models. 2-16.ENGINEOIL.Checkenginelubricatingoil withtheoil dipstick5 to10 minutes after theengine has been stopped.Oilcapacity foreachmodel is12 quartstotal withanormal operating capacity of10 quarts.Donotoperate withless than theminimum-for-flight quantity .of9quarts.If theairplaneis equippedwithanexternal oil filter,one addition quart isrequired whenthe filterelement ischanged. To minimizelossofoil through the crankcase breather line,fill tothe specifiedoil level shownonthedip-stick fornormal flightofless than threehours.For extendedflights,fill to the fullmark on thedipstick. Changeengineoil andfilterelement every50hours ofoperation or every fourmonths,whichevershould occur first.Whenchangingexternaloil filterelement refer to paragraph12-84. NOTE Engineoil shouldbedrained while theoil is still hot.Thenose ofthe airplane shouldbe raised formore positive drainingofanysludge whichmay havecollected in the oil sump. Onairplanesnotequipped with an externaloil filter, changeengineoil every 2 5 hoursor every four months,whichevershouldoccur first.At eachoil change,removeandclean theoil screen withsolvent (Federal Specification P-S-661orequivalent).Re-duceoil change periods forprolonged operationsin dustyareas ,in coldclimates wheresludgingcon-ditionsexist,or whereshort flightsand long idle periodsare encountered whichcausesludgingcon-ditions. Inthe I0-470seriesengines,it isrecommended that detergent oil notbe used during the first25hoursof engineoperation,in order to permit piston ringsto seat properly.Thisappliestoanewlyoverhauled engineas well asanewengine.After the first25 hours,eitherstraightmineral oil or detergent oil may beused.If adetergent oil is used,it mustcon-formtoContinentalMotorsCorporation Specification MHS-24. NOTE In theI0-520-A engine,use ONLY detergent oil conforming to ContinentalMotorsCorpor-ation Specification MHS- 24. Whenadding or changingengineoil,use the following recommendedgrades:above40F. use SAE50;below 40F.use SAE30 oil. 2-17.ENGINEINDUCTIONAIRFILTERSkeep dust anddirt fromentering theinduction system.The valueofmaintaining the inductionair filter in good clean condition can never beoverstressed.More enginewear is caused through theuseofadirty air filterthan isgenerally believed.Thefrequency with whichthefiltershould beremovedandcleaned will bedetermined primarily byaircraft operating conditions.A goodgeneralrule,however,is to removeandclean the filterat least every50hours, ofengineoperating time andmore frequently if warranted byoperatingconditions.Someoperators prefer to holdaspare filterat their homebase of operation so thataclean filterisalwaysreadily available foruse.Underextremely dustycondi-tions,daily maintenance of thefilterisrecommended TheModel210Series,beginningwith theModel210D, usetwoinduction air filters.Toservicetheinduction air filter,proceed as follows: a.Removefilter fromair boxand wash filter in solvent (Federal Specification P-S-661orequivalent). b.Drain anddry,then dip flock-coatedscreen filterin same grade ofoil used in engineandallow excessoil todrain off. c.Besure air boxisclean,inspect filterandre-place if necessary. 2-17A.VACUUMSYSTEMAIRFILTERS.Onair-planesequipped withvacuumsystemscontaininga central air filter,changethecentral filterevery 500hoursofoperation.If equipped with asuction gage,also changecentral air filterwhenever suction gagereading drops below4. 6inchesof mercury.If notequipped with asuction gage,also changecentral air filter whenevererratic orslug-gishresponses are noted withnormalindicator light indications.Withcentral air filterinstalled, changegyroinstrument air filters wheneverthe gyroinstruments areoverhauled.On airplanes equipped with vacuumsystemsthatdonotcontain acentral air filter,replace thegyro instrument air filtersevery 100hours and whenevererratic orsluggishresponses arenoted with normal suction gagereadingsorindicatorlightindications. 2-18.BATTERY.Batteryservicing involvesadding distilled water tomaintain the electrolyteeven with the horizontal baffleplateorsplitring at the bottom ofthe filler holes,checkingcableconnections,and neutralizing andcleaning offanyspilledelectrolyte orcorrosion.Usebicarbonate ofsoda (baking soda) andclean waterto neutralizeelectrolyteorcorrosion. Follow with athorough flushingwith clean water.Do not allow bicarbonate of soda toenter battery.Brighten cableandterminalconnection withawire brush,then coat with petroleumjelly beforeconnecting.Check the batteryevery50hours(or at least every 30 days), oftenerin hotweather.Addonly distilled water,not acidor "rejuvenators,"to maintainelectrolytelevel in the battery.Inspect the battery box andclean, removeanyevidence ofcorrosion. 2-7 2-19.TIRESshould be maintainedat the air pressure specified in thechartsofSection 1.Whenchecking tire pressure,examine tire forwear,cuts,bruises, andslippage. NOTE Recommended tire pressure should be main-tained.Especiallyin cold weather,remem-ber that anydrop in temperatureoftheair in-sideatirecausesacorresponding dropin pressure. 2-20.NOSEGEAR STRUT.Thenosegearstrut requires periodiccheckingtoascertain thatthe strut is filled withhydraulicfluid andisinflated tothecorrect air pressure.Allmodelsexcept theModel210Seriesmay beequipped withoneof theair fillerextensionvalvesshownin figure2-3. Thisvalveextension assemblyisadded tothe fillervalve,at thetopofthenosegearstrut,to provideeasierservicing whilethestrut is installed. To fillthenosegearstrut(allmodels) with hydrau-licfluidand air,proceed as follows: a.Tiedowntail toraisenose wheeloffground. b.Remove fillervalvecap from fillervalveor fromlowerendofvalveextension,and depress valvecoretocompletely deflatenosestrut. c.Removevalvecore from fillervalve.Tore-movevalvecore fromthetypeshowninDetail Aof figure2-3,it willbenecessary todisconnect filler valveextension fromvalveat topofstrut. d.Attacharubberhosetothevalveextension or tothefillervalve. e.Withotherend ofrubberhosein acontainerof hydraulicfluid(MIL-H-5606),compress and extend strutseveral times.Thiswilldraw fluidinto the strut asit isextended. f.Afterthestrut hasbeencycledseveraltimes, allowstrut toextend.Holdingendofhoseabove fluidlevel incontainer,slowlycompressstrut, allowingexcess fluidtobedrainedintocontainer. g.Whilestrut iscompressed,removehoseand install valvecoreinvalveextension,or install fillervalveand extension. h.Inflatestrutto95psi with nosewheeloff ground(strut extended). NOTE Keep thenose gear shockstrut,especially the exposed portion ofthestrut piston,wipedoff with aclean drycloth toremove dust andgrit whichmaycut thesealsin thestrut barrel. Donotwipe thestrut with hydraulicfluid, since thistendstocollect evenmore dustand grit. 2-21.NOSEGEAR SHIMMYDAMPENER.The shim-my dampenershould be serviced at least every100 hours.The dampenermust be filledcompletely with fluid,freeofentrapped air,to serve its purpose. Whenrefilling the shimmy dampener,proceed as follows: a.Tofill theshimmy dampeneron theModel210 and210A,turn thenose wheel to theright to its limit 2-8 of travel so thataircannot be entrappedbehind the dampenerpiston.Removefillerplug on topof dampenerbarrel and fill with MIL-H-5606hydraulic fluid.Reinstall fillerplug. b.Tofill the shimmy dampeneronother200series airplanes,removedampenerandsubmerge in MIL-H-5606hydraulic fluidwith plugremoved.Work dampenerpistonshaftin andout toremove anyen-trapped airand ascertain complete filling ofcylinder. Reinstall plug before removing dampener fromhy-draulic fluid. NOTE Keep theshimmy dampener,especially theex-posed portionsof thedampenershaft wipedoff withaclean drycloth toremovedust andgrit which maycut theseals in the dampener bar-rel.Donotwipetheshaft withhydraulic fluid, since thistendstocollect evenmore dust and grit. 2-22.HYDRAULICBRAKESYSTEMSshouldbe che'cked for thecorrect amountoffluidat least every100 hours.AddMIL-H-5606hydraulicfluid at thebrake mastercylinders.Bleedthe brake sys-temofentrappedair whenever there is aspongyre-sponse to the brake pedals. 2-23.HYDRAULICRESERVOIR (210SERIESONLY). Inthe210and210Aairplanes the hydraulicreservoir should bechecked andreplenishedasnecessary every 25hours.In the210Bandon the reservoirshould be filledasnecessary wheneverthe fluidlevel in the reservoir sight windowshowslow.Filling isaccom-plished by usingapressure brake bleeder or Hydro-Fill unit attached to the filler fittingon the firewall. MIL-H-5606hydraulicfluidshouldbepumpedinto the filler until fluidflowsfromthereservoir over-board ventline.Aslower methodoffilling the reservoir is toremove the fillervalve anduse gravity-feed fromacontainer at least ashighas the topof the firewall. NOTE Beforechecking fluidlevel orrefilling the reservoir in theModel210and210Aairplanes, expendall fluidfromaccumulatorbyactuating the flaps.To dothis,operate flapsuntil they cease to move,then move flapsmanually in the direction theflaplever indicatesuntil the flapshang limp,thusindicating alack ofhy-draulicpressure in thesystem.Theairplane shouldbeapproximatelylevel when checking fluidlevel.Donotovertighten the screw in the fillerblockor theseal will bedamaged. 2-24.HYDRAULICFILTER (210SERIES ONLY). TheModel210and210Aairplanes use ahydraulic filter withareplaceable element.Model210Band on useahydraulicfilter withafine-meshscreen. Thefilterelement or filterscreen should bere-movedandcleaned at the first100hoursandthere-after,at500hour intervalsor wheneverimproper fluidcirculation is suspected.There are two types offilter unitsinstalledon the210and210Aairplanes, figure5-5depicts these filters;figure2-6 depicts the typeoffilterscreens usedon the210Bandon. 2-25.ACCUMULATOR (MODEL210AND210A ONLY).Accumulator precharge on the210and210A airplanesshouldbecheckedevery100 hoursand serviced asrequired.Charge accumulator to600 psi pluszerominus100 psi with nitrogen or dryair. Hydraulicsystem pressure shouldbezero when charging the accumulator with nitrogen or dryair. NOTE Nitrogen is preferabletocompressed air for charging theaccumulator,sincenitrogen is an inert,moisture-freegas whichprevents watercondensationandoxidation contamina-tionin theaccumulator.Aregulator,gage, and fillerhoseareavailablefromtheCess-na SpareParts Department. 2-26.HYDRAULICFLUID SAMPLING.(210Series). Thisoperation is performed only when reasonexists tosuspect contamination of the airplanehydraulic fluid. a.Placeairplanemaster switchin OFF position. b.Placelandinggear control handle in downposi-tion,andactuate hydraulic handpump toopenlanding geardoors. c.Removedooropenline fromnose geardooractu-atorcylinder.Using thehydraulichandpump,drain off asmall sampleofhydraulic fluidintoanon-metal-lic container. SHOPNOTES: d.Reconnectnosegearactuatingcylinderlineand analyize fluidsample in accordance with paragraph 5-39. 2-27.OXYGENCYLINDER.Someairplanesare equipped withanoptionaloxygensystem.Theoxy-gencylindershouldberefilled whentheoxygensys-tem pressure is below300 psi.Referto Section15 fordetailsonfillingtheoxygencylinder.All oxygen systemsare equippedwith afillervalveso that the systemmay be filled withoutremoving theoxygen cylinder. IWARNING a Donot permitsmoking or open flameinor near airplane while work isperformed on oxygensystem,or whenthesystem isin operation.Guard against inadvertently turn-ingthemaster switchon.Oil,grease,or other lubricantsincontact withoxygencreate aserious firehazard,andsuch contactmust beavoided.Only athread compound approved underMIL-T-5542can be used safely onoxy-gensystems.Applyonly tothe first three threadsofmale fittingstoprevent thread seizure. 2-28.OXYGENFACEMASKS.Oxygenfacemasks are normallystowedin aplastic bagonthebaggage shelf.Oxygen systemservicing shouldinclude checking theconditionofthefacemasks,hoses, andfittings,andareplenishment ofthesupplyof masksasrequired. 2-9 I 2-10 RECOMMENDEDFUEL: AVIATIONGRADE-- 100/130 MINIMUMGRADE I0-520 SERIESRECOMMENDEDENGINEOIL:{Detergent Only) AVIATIONGRADE--SAE30BELOW 40F.{4.4C) SAE50ABOVE40F.(4.4C) I0-470 SERIESRECOMMENDEDENGINEOIL: AVIATIONGRADE--SAE30BELOW 40F.{4. 4C) SAE50ABOVE40F.(4. 4 C) HYDRAULICFLUID: SPEC.NO.MIL-H-5606 OXYGEN: SPEC.NO.MIL-0-27210 Figure2-4.Servicing(Sheet1of4) I 0DAILY 3FUELTANKS: Fill aftereach flight.Keepfulltoretard condensation.Referto paragraph2-14 fordetails. 6FUELTANK SUMPDRAINS: If optional quick-drain valves areinstalled,drain offwater andsediment beforethefirst flightoftheday. 8OXYGENCYLINDER: Check foranticipatedrequirement beforeeach flight.Referto paragraphs2-27and2-28for details. 9PITOTANDSTATICPORTS: Check forobstructions before first flightoftheday. 16OILDIPSTICK: Checkonpreflight.Addoil as necessary.Referto paragraph2-16fordetails. 22OILFILLERCAP: Wheneveroilis added,check thatoil fillercapis tight and oil fillerdoorissecure. 20FUEL STRAINER: Drain offany water andsediment beforethe first flightoftheday. 0 50HOURS 4INDUCTIONAIRFILTER: Serviceevery50hours,oftenerunder dustyconditions.Refertoparagraph2-17fordetails. 2123ENGINEOILSYSTEM: Changeengineoil and external filterelementevery50hours.Without external filter, changeoilandclean oilscreenevery25hours.Reducetheseintervals undersevere operatingconditions.Referto paragraphs2-16and12-84 fordetails. 25BATTERY: Check levelofelectrolyteevery 50hours(orat least every30days),oftenerin hot weather. Referto paragraph2-18fordetails.Battery location:Model210underbaggagecompart-ment floor;Model210Aunderpilot'sseat;all othermodels- rightsideofengine firewall. 26HYDRAULICFILTER: See under100 hours. 13HYDRAULICFLUID RESERVOIR: Atfirst50and first100hours,thereafterat each500hours or oneyear,whichevercomes first,asampleof fluidshould beexamined forsediment anddiscoloration as outlined in paragraph2-26and5-39. Figure2-4.Servicing(Sheet2of4) 2-11 2-12 D 100HOURS 1 VACUUMSYSTEMOIL SEPARATOR: Remove,flush withsolvent,and dry withcompressed air. 2FUEL/AffiCONTROLUNITSCREEN: Removeandclean thescreen inthe bottomofthe fuel/aircontrol unit. 5VACUUMRELIEFVALVEFILTER SCREEN: Check air inletscreen or filterforcleanliness.Remove,flushwithsolvent,and dry with compressed air.OnGarwin valves,removeretainingring toremovescreen.Onfilter-equipped valves,replacegarter filterat engineoverhaul periods. 7GYROINSTRUMENT AIRFILTERS: On airplanesnotequipped withacentral air filter,replaceinstrument air filtersevery 100hoursand whenerratic orsluggishresponses are noted withnormalsuction gagereadings. Refertoparagraph2-17Afordetails. 6FUELTANKSUMPDRAINS: If quick-drain valves are notinstalled,remove plugs and drainoffany waterorsediment. Re-install and resafety plugs. 1JFUEL COLLECTOR TANK AND/OR SELECTORVALVEDRAINS: Removeplugs and drainoffany water andsediment.Reinstall and resafety plugs.Some air-planes use drain valvesinstead ofdrain plugs. 19AUXILIARYFUELPUMP SCREENS: Model210airplanes withserial numbers21057761through21058220are equipped with Bendix auxiliary fuelpumpshavingafilterscreen ineach pump.Model210airplanesprior to21057761,didnot haveafilterscreen in thepumps;however,someairplanesmayhave been retrofitted with afilterscreen in theprimary auxiliary pump.Clean thescreen in the primary pump at every100hours.Allothermodelsemploy apumpthat doesnotrequirea filterscreen. 14BRAKEMASTERCYLINDERS: Check fluidlevel and refill asrequired withMIL-H-5606hydraulic fluid. 17SHIMMYDAMPENER: Check fluidlevel and refill asrequired with MIL-H-5606hydraulic fluid.Referto paragraph 2-21fordetails. 26HYDRAULICFILTER: Check andcleanscreen typefilterat first25and first50hours,thereafterat each100hours. Replaceable filterelement(210,210A),replace at first 100hours;thereafter,replaceateach 500hours. 24HYDRAULICACCUMULATOR(MODELS210AND210AONLY}: Check every 100hours.Referto paragraph2-25 fordetails. 20FUELSTRAINER: Disassembleandcleanstrainer bowlandscreen. Figure2-4.Servicing(Sheet3of 4) I 0 500HOURS HYDRAULICFILTER: 26 Replaceable filterelement(210,210A),replaceat first 100hours;thereafter,replaceateach 500hours. 12VACUUMSYSTEMAIRFILTERS: Replacecentral air filterevery500hours.Replacegyroinstrument air filtersat instrument overhaul.Referto paragraph2-17Afordetails. ASREQUIRED 10TIRES: Maintain proper tireinflation as listed in theChartsinSection1.Alsoreferto paragraph2-19. 18NOSEGEARSHOCKSTRUT: Keepstrut filledand inflatedtocorrect pressure.R to paragraph2-20 fordetails. 13HYDRAULICFLUID RESERVOIRANDFILLER: Check fluidlevel at least every25hoursand fillasrequired.Referto paragraph2-23. 15GROUNDSERVICERECEPTACLE(OPT): Connect to12-volt,DC,negative-ground powerunit forcold weatherstarting andlengthy groundmaintenanceoftheelectricalsystem.Masterswitchshould beturned onbefore connectingageneratortypeexternal powersource;itshould beturned offbeforeconnect-ing abattery typeexternal powersource.Referto paragraph12-91. !CAUTION\ Becertain thatthepolarityofanyexternal powersourceorbatteries is correct(positiveto positiveand negativeto negative).A polarityreversal willresult inimmediate tosemiconductorsintheairplane's electronic equipment. Figure2-4.Servicing(Sheet4of4) 2-13 I 2-14 FIREWALL BACKOFF VALVEONETOTWO TURNSTOFILL HYDRAULICSYSTEM REMOVESCREWANDSTAT-0-SEAL TO CHECKFLUIDLEVEL SAFETYBOLTANDSCREWTOGETHER--DO NOT OVERTIGHTENSCREWORSTAT-0-SEAL WILL BEDAMAGED NOTE WITHAIRCRAFT APPROXIMATELYLEVEL, FLUIDLEVELISSATISFACTORY IFFLUID DRAINSFROMLOWERHOLE. Figure2-5.HydraulicSystemFillerBlock- 210,210A I I ENGINEDRIVEN HYDRAULICPUMP NOTE TheHydroTest suctionandpressure "T" fittingsare not installed on the firewallbeginning withserialnumber 21058221andon.Disconnectsuction andpressure hosesat pump or fire-wall toconnectHydroTest unit to theairplanehydraulicsystem. PUMP OVERBOARD VENT NOTE RESERVOIR OVERBOARD VENT FIREWALL Figure2-6.HydraulicSystemServicing Details- 210Bandon 2-15 2-29.CLEANING. 2-30.Keeping theairplaneclean isimportant.Be-sidesmaintaining the trim appearance of the airplane, cleaningreducesthe possibility ofcorrosion and makesinspection and maintenanceeasier. 2-31.WINDSHIELDSANDWINOOWSshould be cleanedcarefully with plentyoffresh waterandsoap, using the palmof the handto feeland dislodgeany caked dirt or mud.Asponge,soft clothorchamois may beused,but onlyasameansofcarrying water to the plastic.Dry with aclean,dampchamois. Rubbing withadrycloth will build upanelectro-static charge which will attract dust particles.Oil andgreasemay beremoved byrubbing lightly with akerosene-moistenedcloth. Donotusegasoline,alcohol,benzene,acetone, carbon tetrachloride,fireextinguisherfluid, de-icer fluid,lacquer thinneror glasswindow cleaning spray.These solvents willsoften andcraze theplastic. 2-32.PLASTICTRIM.Plastic trimshould be cleaned withsoap and water.Observecautionin preceding paragraph whencleaningtheplastictrim throughouttheairplane. 2-33.ALUMINUMSURFACESrequireaminimum of care,but shouldnever beneglected.The airplane may be washed withclean water toremovedirt,and withcarbon tetrachlorideor othernon-alkaline grease solventstoremoveoil and/or grease.Household type detergent soap powdersareeffectivecleaners,but should be used cautiously sincesome ofthemare strongly alkaline.Manygoodaluminumcleaners, polishes,andwaxesare available from commercial suppliers of aircraft products. 2-34.PAINTEDSURFACESare best cared forby washing withclean water andamild soap,then wax-ing withanygoodautomotivewax.Useonlyclean, cold water andamildsoap during theinitial curing period of thepaint,whichmay beaslong as 90 days. 2-35.ENGINECOMPARTMENT cleaning is essen-tial to minimizeanydangeroffire,andforproper SHOPNOTES: 2-16 inspection ofcomponents.Theengineam engine compartment may be washeddownwith asuitable solvent,then dried throughly. 2-36.UPHOLSTERYANDINTERIORcleaning pro-longsthelifeofupholstery fabricsand interior trim. Toclean the interior: a.Empty theash trays. b.Brushoutor vacuumclean thecarpetingand upholstery toremove dirt. c.Wipeoffleather,Royalite,andplasticsurfaces withadampcloth. d.Soiled upholsteryfabricsandcarpeting may be cleaned with afoam-typedetergent,used according tothemanufacturer'sinstructions. e.Oily spotsandstainsmay becleaned withhouse-holdspot removers,usedsparingly.Before using anysolvent,read theinstructionson thecontainer and test it on anobscure placein the fabrictobe cleaned.Neversaturate thefabricwithavolatile solvent;it maydamage the paddingand backing materials. f.Scrape offstickymaterials withadull knife, then spot clean thearea. 2-37.PROPELLERSshould be wipedoffoccasion-ally with an oilycloth toclean offgrassandbug stains.In salt waterareasthis will assist in cor-rosion-proofing thepropeller. 2-38.WHEELSshouldbe washedoffperiodically and examined forcorrosion,chipped paint,andcracks or dentsin the wheel castings.Sandsmooth,prime, andrepaint minor defects. 2-39.LUBRICATION. 2-40.Lubrication requirements areshown onthe Lubrication Chart(figure2-7).Before addinggrease togrease fittings,wipeoffall dirt.Lubricate until newgrease appears around parts beinglubricated, and wipeoffexcess grease.Thefollowingpara-graphssupplement this figureby adding details. 2-40A.NOSEGEARTORQUELINKS.Lubricate nosegeartorquelinksevery50hours.Whenoper-atingin dustyconditions,morefrequentlubrication is recommended. I I FREQUENCY(HOURS)METHODOFAPPLICATION WHERENOINTERVAL ISSPECIFIED, LUBRICATEASREQUIREDAND WHENASSEMBLEDOR INSTALLED. NOTE HAND ,... GREASE GUN Themilitaryspecificationslisted beloware notmandatory,but are intendedasguidesin choosing satisfactorymaterials.Products ofmostreputablemanufacturersmeet or exceedthesespecifications. LUBRICANTS GG--MIL-G-6711POWDEREDGRAPHITE OIL CAN GB--MIL-G-7711GENERALPURPOSEGREASE OGP- MIL-L-7870GENERALPURPOSEOIL vv -VV-P-236PETROLATUM REFERTO SHEET4 SYRINGE (FORPOWDERED GRAPHITE) SHIMMY DAMPENER * NEEDLEBEARINGS(210 SERIES) PIVOTSOGP @dGB i* NEEDLEBEARING ALSOREFERTO PARAGRAPH2-40A NOSEANDMAIN WHEELBEARINGS Clean andrepack at first100 hourinspection; thereafter,every500hours.UseMIL-G-7711 or aircraft wheel bearing grease. Figure2-7.Lubrication(Sheet1of4) 2-17 CONTROLTEE HARTZELL PROPELLER CONTROL WHEELSHAFT UNIVERSALS 'V--- GB *Refer to figure14-1foralistofapprovedgreases. Adjacentgrease fittingsserve asrelief plugs,and shouldberemovedwhen applyinggrease underpres-sure throughgrease fittingsto prevent blowingout bladeseals. * NEEDLEBEARINGS GB NEEDLEBEARING CONTROLCOLUMN OGP OILITE BEARINGS Gl ELECTRICFLAP DRIVEMECHANISM NEEDLE BEARINGS NEEDLEBEARffiGS 2-18 II: I MAINGEARSADDLE BEARINGS-210,210AONLY "' OGP OILITEBEARINGS (RUDDERBAR ENDS) tlBEARffiG BLOCK OGPHALVES ALLLffiKAGEt l j d ~POffiTPIVOTSOGP RUDDER BARSANDPEDALS Figure2-7.Lubrication(Sheet2of4) I I * GB ELEVATORTRIM TABACTUATOR .... GG ALLPIANO ct SPRING-LOADED OGPFRICTIONSTOPS ALL TRIM WHEEL NEEDLEBEARINGS HINGES BATTERY vv fALLTRIMWHEEL ci!POILITEBEARINGS INBOARDDOWNLOCK PAWLS- 210BANDON . AILERONBELLCRANK NEEDLEBEARINGS * b .. . FLAP SYNCHRONIZING BELLCRANKNEEDLE BEARINGS Figure2-7.Lubrication(Sheet3of4) 2-19 SPRAY BOTHSIDESOF SHADEDAREASWITH ELECTROFILMLUBRI-BOND"A" WIDCHIS AVAILABLEIN AEROSOLSPRAYCANS,OR ANEQUIVALENTLUBRICANT.TORQUE ATTACIDNGBOLTTO10-20LB-IN. NOSEGEAR DOWN LOCK MECHANISM 2-20 NOSEGEAR STEERING BUNGEE ,... GB GREASESPARINGLY ==============================NOTES============================== OntheModel206rearcargodoors,donotlubricatethesurfaces of thehookswhich engagethelatch plates ontheupper and lowerdoorsills. Sealed bearingsrequire nolubrication. McCauley propellers are lubricated at overhaul andrequirenoother lubrication. Donot lubricaterollerchains or cables except underseacoast conditions.Wipewith aclean, drycloth. Lubricateunsealed pulley bearings,rod ends,Oilitebearings,pivot andhingepoints,and any otherfriction pointobviously needing lubrication,with general purposeoil every1000hours or oftener if required. Paraffin wax rubbed onseatrails will easesliding theseats foreand aft. Lubricatedoorlatchingmechanism with MIL-G-7711general purposegrease,applied sparingly tofriction points,every 1000hours or oftenerif binding occurs.Lubricatedoorlatch striker with anautomotivetypedoorlubricant as necessary. Figure2-7.Lubrication(Sheet 4of4) I HOLDERBRACKET 2REQD MATERIAL:(. 040) 2024-T4CLAD .50FLANGE BEND RADII 09 BENDEDGES OFB O T T O M ~ ~ANDLID.50 FLANGE .88 -WELD BOTTOMBOXAND ENDSASREQD --ANGLE 1. 00X1. 00X1/8(0REQUIV) DRILL1/4 (. 250)DRAINHOLES 4INCHCENTER ~ B O X ASSEMBLY MATERIALFORBOTTOM ANDENDS 6061-0(.062),MATERIALFORTOP 2024-T3(. 051) RIVETHINGES,BRACKET,AND ANGLE WITHAN470AD4RIVETS ASREQD. AN470AD4RIVET- ASREQDONHINGE AN470AD3RIVET- ASREQD Figure2-8.Construction of Induction AirFilter Servicing Box 2-21 PRESSURE GAGE PUMP MOTORSWITCHES FLOWVALVE VENTHOSE LOCKOUTVALVE SUCTIONHOSE BYPASSVALVE FLOWINDICA TOR PRESSUREHOSE-Figure2-9.HydroTest Unit 2-41.SERVICING OPERATIONSUSINGTHEHYDRO TEST. 2-42.FLOWREGULATION.Thefollowingpro-cedureis used to adjust theHydroTest flowto any valuedesired foraspecifiedoperation,withthe HydroTest connectedto theairplanehydraulic system and theairplaneonjacks. a.Open bypass valveand lockout valve. b.Start HydroTest pumpmotor. c.Close bypassvalve. d.Open flowvalve,thenslowlycloseit untilin-dicatorin flowgagesight glassalignswithmark indicating desired flow.Toread flowindicator, match lineonwidest part ofindicator with fixedline onexternal part ofgage. 2-43.HYDROTEST OPERATINGSUGGESTIONS. a.Always open bypass valvebeforestarting Hydro Test motor.This procedure permits the motor to start undera no-load condition and,if practiced, will contributeto theservicelifeofthe HydroTest unit. b.Operation of theHydroTest with bypassand lockoutvalvesclosed simultaneouslyshouldnot be continued formore than oneminute. c.Avoidunnecessary,continuou"rmerationofthe HydroTest underhighpressure- lowth.... Suchoperation causesrapidheatingof the fluidsup-ply andwill be indicated by the HydroTest temper-aturegauge.Whenpressure isnolongerneeded, 2-22 open the bypassvalve.Thiswill relievepressure and allow the fluid torecirculate freely. d.Normal position of the pressurejack will expose approximately1-1/2 inchesofthethreaded area of thepressurejack.Rotating thepressure jack out any furtherisunnecessary andserves nouseful purpose. e.Donot operate theHydroTest unit with the pressure jack removed. f.All hosesshould becapped or plugged andstowed onrack provided whenthey are notin use. g.AvoidcontaminationoftheHydroTest unit by checking condition of the fluidin theairplane before makingconnections.See paragraph 2-26for further details. h.Before disconnecting theHydro Test fromthe airplanemakecertain that the airplane'sreservoir is full of fluid.If the HydroTestremains idle for any lengthof time whileconnected to theairplane, fluidmay siphon fromthe airplanereservoir to the Hydro Test reservoir. NOTE TheHydroTest unit is aprecision test instru-ment as well asasourceofhydraulic power. Theretentionofitsaccuracy and thelength of itsservicelifedependson goodcare and properoperation. I 2-44.USINGTHEHYDROTESTONMODEL210 AND210AAIRCRAFT. 2-45.GEARCYCLING. a.Removecowlingasnecessary foraccess. b.Disconnect hydraulicpumpsuction(larger)hose from fittingandconnectHydroTestsuction(larger) hosetofirewall fitting.Capor plugdisconnected pumphose. c.Disconnecthydraulicpumppressure(smaller) hosefromfittingin filterat firewallandconnect HydroTest pressure(smaller)hoseto thefitting. Caporplugdisconnected pumphose. NOTE Becertain pressure hoseisfilledwith fluid beforeconnecting it to theairplane.Failure to do so couldresult in contamination of the airplane'shydraulicsystem with air. d.ConnectHydroTest vent hosetoairplanereser-voir ventlineprotrudingbelowloweredgeoffirewall at cowlflapopening. NOTE Beforeconnecting thisline to theoverboard vent becertain theline is wipedclean andfree of anydirt or foreignmaterial whichmight have workedinto the line.If reasonexists to suspect that lineisdirty internally,re-movelinefromfirewall fittingat top forward sideoffirewall andblowoutline withcom-pressed air andclean hydraulic fluid. e.ConnectHydroTest electriccable to appropriate electrical powersupply. f.Placeairplaneonjacksin accordancewithfigure 2-2. g.Besure airplanehydraulicfluidisclean andfree ofcontaminationinaccordancewith paragraph 2-26. h.SetHydroTest valvesas follows: 1.Flow valve- CLOSED. 2.Lockout valve- OPEN. 3.Bypass valve- OPEN. i.Start HydroTest pumpmotor. j.SlowlycloseHydroTest bypass valveuntilcom-pletelyclosed. k.Operategear andflapsuntil all air is dissipated in HydroTest flowgaugesight glass.(Air fromres-ervoir andsuction line.) l.Gearcycletimecan belengthened by slowly opening thebypassvalve.This will bleed offpart ofHydro Test pump flow. m.Atconclusion ofcycle test,fullyopen bypass valveandstop HydroTest motor. n.Withgear downanddoorsclosed,operate flaps until alloil isdischarged fromaccumulator. o.Disconnect all HydroTest hydrauliclinesfrom aircraft.Aircraftreservoir willbe fulluponcon-clusion ofgear and/ or flapcycling. NOTE Whenconducting theaccumulatoraircharge, pressureregulator,landinggear handlere-lease,andpriority valveteststheslower the gaugemovesthemoreaccuratewill bethe reading. 2-46.CHECKING ACCUMULATORAIRCHARGE. For thistest theaircraft doesnothave to be placed onjacks butgearhandlemust bein downposition. a.ConnectHydroTest to airplane in accordance b.SetHydroTest valvesas follows: 1.Flowvalve- CLOSED. 2.Lockout valve- SLIGHTLY open. 3.Start HydroTest pumpmotorand gradually closebypassvalve. NOTE On thischeck,cause pressuretoriseslowly but steadily by graduallyclosing thebypass valve.The pressure gaugeneedle will mo-mentarilystop or hesitate whenhydraulic pressureequalsaccumulator air charge.Be certain todischarge all hydraulicpressure in accumulator before beginning thistest;other-wise,anaccuratereadingcannot beobtained. Readingshould be500to600PSI. 2-47.CHECKINGSYSTEMPRESSUREREGULATOR. For thistest theaircraft doesnot have to be placed onjacks but gearhandlemust be in downposition. a.ConnectHydroTest to airplanein accordance withparagraph 2-45. b.Set valves as follows: 1.Flowvalve- CLOSED. 2.Lockout valve- SLIGHTLY open. 3.Bypass valve- OPEN. 4.StartHydroTest motorpump. 5.Operatewingflapsuntil all fluidis discharged fromaccumulator. 6.Slowlyclose HydroTest bypassvalveuntil gaugereaches1500PSI,then veryslowlyclose by-passvalveuntil pressure gaugesuddenlydropsback tozero.The highestreading indicated on thepres-sure gaugewill be thesetting at which the transfer valveprovided unloading.Thisreading shouldbe 1500 to1600 PSI. NOTE Bygraduallyclosing thebypassvalve,the flowofhydraulic fluidcan becontrolled to such anextent that thetransfer valvein the regulator will off-seat sufficiently toslowly dissipate the small amountof fluidbeinge-mittedtoit and thereby hold theHydroTest pressuregaugeneedleonthe exact pressure at which thetransfer valveis operating. 2-48.CHECKINGLANDINGGEARHANDLERE-LEASE- GEAR DOWN. a.ConnectHydroTest to airplanein accordance withparagraph 2-45. 2-23 b.Runtwocompletegearcycles,then placegear downand doorsclosed. c.Set Hydro Test bypass valvefullopen. d.Operatewingflapsuntil all hydraulic fluidis discharged fromaccumulator. e.Placelandinggearhandlein fulldownposition. f.Slowlyclosebypass valveuntilpressuregage reads1300psi. g.Veryslowlyclosebypass valveuntillanding gearhandletrips backtodown-indicated position. Read gageat pointofhandlerelease,(1350 50 psi). Adjusthandlerelease in accordancewith instructions contained in figure5-3A. 2-49.CHECKINGLANDINGGEARHANDLERE-LEASE- GEARUP. a.ConnectHydroTest to airplanein accordance with paragraph 2-4 5. b.Run twocompletegearcycles,then placegear fullupanddoorsclosed. c.Openbypassvalvefully. d.Operate wingflaps until all hydraulic fluidis dis-charged fromaccumulator. e.Placelandinggear handlein full upposition. f.Slowlyclose bypassvalve until gaugereads 1300PSI. g.Veryslowlyclose bypass valveuntil landinggear handletripsback to up-indicated position.Read gage at point ofhandlerelease(1350 50psi).Adjust handle releaseinaccordancewith instructionscontained in figure5-3A. 2-50.CHECKINGPRIORITY VALVE. a.Connect HydroTest to airplanein accordance with paragraph 2-45. NOTE When performing this test,theairplane masterswitch may be turned off.Thispre-cludesdooroperation prior to priority valve operation;therebymakingiteasierand fasterto perform thischeck. b.Runtwocompletegearcycles,then placegear downand doorsopen.Open bypass valve fully. c.Operate wingflapsuntilallhydraulicfluidis dis-charged fromaccumulator. d.Placelandinggear handlein fullupposition. e.Veryslowlyclose bypass valve until downlocks onmain gear or nosegear unlock.Reargaugeat pointofunlock,(750- 800PSI). NOTE TheHydroTest flowgaugecan also be used in conjunction with this test.During pres-sure build-up towardsopeningofthe priority valve,thereis practically noflowoffluid; therefore,the flowgaugeindicator will be restingon the bottom ofthesightglass.How-ever,withopeningof thepriority valve,the suddenincrease in flowwill cause the indicator torise in thesight glass,positivelyestablish-ing theopening point ofthis valve.This also holdstrue in nearly all of the otherchecksto be performed with theHydroTest. 2-24 2-51.CHECKINGPRESSUREREGULATORCYCL-ING.Normalcycling of thepressureregulator will occurapproximately onceevery5to20minutes. Whenevercycling timedropstoless than5minutes, leakageisoccuringsomewherein theairplanehy-draulicsystem. NOTE Checkaccumulatorprechargefirst,sincein-correct precharge will producerapidorfre-quentcyclingaswellassysteminternalleak-age. Airplane doesnot haveto beonjacksbutgearhandle must be in downindicateposition. a.Dissipate all hydraulicpressure fromaccumu-lator byoperating wingflaps. b.Disconnect1/4 inch pressureline at accumulator regulatoroutlet marked "SystemPort."Capsystem port tightly.Plug disconnectedlinetoretain fluid. c.ConnectHydroTest toairplane in accordance withparagraph 2-45. d.Start HydroTest andclose bypass valve.If regu-latorcontinuesto recycleabnormally amalfunctionis occuring in theregulatorsection of theaccumulator. NOTE Astuck accumulator piston will cause abnormal recycling muchin thesamemannerasincorrect precharge.Thisconditioncanbemisleading since it produces thesamesymptoms as sev-eral othermalfunctions. e.If recyclingbecomesnormal after performing theabovesteps proceed as follows: f.Open bypassvalveandstop Hydro Test. g.DisconnectHydroTest pressure hose from fire-wall fittingand,usingasuitable adapter,connect pressure hose to pressure lineleading fromaccumu-lator to powerpack. h.Start HydroTest andclose bypass valve.When pressuregageonHydro Testindicatesmaximum pressure Hydro Test willdeliver,closelockout valve andstopHydro Test motor.Ifpressure fallsoff rapidlyleakage isoccuring in thepressure poppets ofthe power pack. i.If pressureholdsfairlywell after performing steps "f" through "h,"andsteps "a"through "d" havebeen performed,themalfunction willbea stickingaccumulator piston or incorrect accum-ulator pre charge. 2-52.TESTINGFORAIRLEAKAGEINSUCTION LINETOENGINEPUMP. a.ConnectHydroTesttoairplanein accordance withparagraph, 2-45. b.Operate gear through fivecompletecyclesor until all air is dissipated fromHydroTest sight glass. c.Withgear in downposition operateHydroTest forfiveminutes.Noair should bevisiblein Hydro Test sight glass. d.Airvisibleinsightglassindicatesleakagein suctionlines,hose,or fittings.Replacedefective parts. NOTE If replacementofpartsstops any visible air in HydroTestsight glassbut airstill enters hydraulicsystem,engine-driven pumpmay haveasuction leak. 2-53.GEARCYCLETIMING. Whenhydraulicsystemor aircraft pumpissuspected becausegearcycletimeisslow,themalfunction couldbecaused bylowfluidin aircraft reservoir causingsystem to be fullofair.Thefollowing pro-cedure will purge air fromsystem and fillreservoir. NOTE TheHydroTest bypass valveshould beclosed tight during followingtest. a.ConnectHydroTesttoairplaneina,ccordance withparagraph 2-45. NOTE Beforebeginning thischeckHydroTest flow shouldbeadjusted foraflowof1gallon per minute. b.Retract landinggear. c.Record timefromhandfull-up to handle trip-back toneutral.Timeshould be12+12-0 seconds. d.Extendlandinggear. e.Record timefromhandle full-downto handle trip-back to neutral.Timeshould be 9+9-0seconds. NOTE If timeis withinlimit whenoperated byHydro Test,butexceedslimit whenoperated byen-gine-driven pump,thereisinternalleakagein pump.Repairorreplace pump.If timeex-ceedslimit whenoperated either by Hydro Test orengine-driven pump,internalleakageisin hydraulicsystem.Thiscanbeisolated byuse oftheHydroTestin thefollowingmanner. 1.Bleedoffall system pressure byoperating flaps. 2.Turn aircraft master switchoffand place gearselector handlein downposition. 3.Closebypass valve andobserve pressure rise uponcomplete actuation ofdoors. 4.Repeat the above procedureon the door closed cycle. 5.Proper sealingofthelandinggeardoorsys-tem will beevidenced byasharp risein pressure immediately upon completionofdooractuation. 6.Failure of pressure torisesharply after doors havecompletely actuated indicatesan internal leak somewhere in thedoorsystem. 2-54.CHECKINGSYSTEMRELIEF VALVE. NOTE Airplanedoesnothaveto beonjacks, but gearhandlemust bein down-indicatedposition. a.Operatewingflapsuntil all hydraulicfluidis dis charged fromaccumulator. b.ConnectHydroTestsuction and ventlines in accordancewithparagraph2-45. c.Disconnect1/4 inchhydrauliclineataccumulatOJ d.ConnectHydroTest 1/4 inch pressure hose to pressure lineleading to powerpack. e.Start Hydro Test and slowlyclosebypass valve. Pressureshould rise torelief valvesetting(1750to 1800psi).Airplanesystemrelief valveshould open at thissetting and prevent anyadditional risein pressure. f.If pressure doesnotrise to thespecifiedsetting, relief valve isstuck open. g.If pressurerisesabovespecifiedsetting,relief valveisnotopening. 2-55.CHECKINGFLAPTHERMAL- RELIEF VALVE NOTE Airplanedoesnothaveto beonjacks,butgear handlemust beindown-indicatedposition. a.Operatewingflapsuntil all hydraulicfluidis dis-charged fromaccumulator. b.Disconnect wingflaplinesateitherflapactuating cylinderand plugtheactuator portsand flaplinethat is toremainidle. c.ConnectHydroTestsuction and vent lines inac-cordance with paragraph2-45. d.Connect HydroTest1/4 inchpressurehoseto wingflapupline. e.Wingflaphandlein neutral position. f.OperateHydroTest in accordancewithinstruc-tions outlined in paragraph2-45,and builduppres-sureto1800to1900psi.Flap thermal-relief valve should open preventing any additioal pressurebuild up.Read gageat maximumpressure,(1800to 1900 psi). 2-56.AIRPLANESYSTEMBLEEDINGANDPROOF PRESSURETESTING. TheHydroTest may beused forairplanehydraulic systembleedingand proof pressure testing.When bleeding or proof pressure testing of theairplane hy-draulicsystem as outlined in paragraphs5-37 and 5-38,refer toparagraphs 2-42and 2-43 forcorrect operationof theHydroTest. a.TheHydroTest pressurejack has apressure capabilitytothelimits of theHydroTest pressure gage. b.TheHydroTest motor- driven pump hasapres-surecapability tothelimits oftheHydro Test relief valve(1950psi). 2-25 I 2-57.BLEEDINGPROCEDURE. For all bleedingoperations,proceed as follows: a.Flow valveset forfullflow(1. 2 5 gpm). b.Lockout valve- CLOSED c.Bypass valve- OPEN d.Start HydroTest pumpandslowly openlockout valveuntil all air bubbles disappearand clean hydraulicfluidis forcedfromtheloosenedfittings. e.Tightenfittingsandcloselockout valve. NOTE In bleeding some parts of theairplane hy-draulicsystem,it may be necessary to partially close thebypass valve in order to obtainsufficient flowduetosystem resistance. SHOPNOTES: 2-26 2-58.PROOFPRESSURETESTING. For all proof (static)or deadended pressure testing proceed as follows: a.flowvalveset forminimum flow(slightly above 0. 5 gallons per minute). b.Lockout valve- CRACKEDOPEN. c.Bypass valve - OPEN. d.Pressurejack outapproximately1-1/2 inches. e.Start HydroTest pumpmotor. f.Slowlyclosebypassvalveuntil pressure is neardesiredlimits.(Maximumobtainable with Hydro Test motor drivenpumpis1950PSI). g.Closelockout valve. h.StopHydroTest pump motor immediately. i.Screw pressure jack in to increasepressure to desired limits. j.Torelieve pressure after completion ofdesired test,openlockout valve. I 2-59.USINGHYDROTESTONMODEL210BAND ONAIRPLANES. NOTE ThePowerPack in theModel210Candonis equipped with atime-delay valve.Also,Model 210Bairplanesretrofitted with Model210C hydraulicPowerPacksincorporate thistime-delay valve.Beginning withtheModel2100 andon,thehydraulicPowerPack wasre-designedtoeliminatethewingflapportion of thePowerPack.TheModel210Dandon util-izesan electric-driven wingflapsystem. Therefore,whenusingtheHydroTest,delete paragraphs pertainingto the wing flaps.On theModel210D,an alternatePowerPack may be used.This alternatePowerPack usesone landinggear priority valveforboth gear-up and gear-downoperations.TheModel210E usesthisalternatePowerPack as thestandard hydraulicPowerunit. 2-60.CONNECTINGHYDROTEST. a.Removecowlingas necessary foraccess. b.Disconnect hydraulic pumpsuction(larger) hosefrom fittingandconnectHydroTestsuction (larger}hoseto firewall fitting.Capor plugdis-connected pumphose. c.Disconnect hydraulicpump pressure(smaller) hosefrom fittingin filterat firewall andconnect HydroTest pressure (smaller) hoseto the fitting. Capor plugdisconnected pumphose. d.Connect HydroTest venthosetoairplane reservoir ventline protruding belowloweredge offirewallat leftcowl flapopening. NOTE Beforemakingthisconnection,becertain the lineis wipedclean andis freeofanydirt or foreignmaterial whichmight have worked intotheline.If thelineis dirty internally, removeand flush withsolvent,thendry with compressed air andreinstall. e.Connect HydroTest electric cableto appropri-ateelectrical powersource. 2-61.DISCONNECTINGHYDROTEST. a.Besurelanding gearis downand locked,and doorsareclosed. b.With bypass valveclosed and lockout valve open,operate HydroTest untilairplanereservoir is full,thenopenbypass valveand stopHydroTest pumpmotor. c.Disconnect all HydroTest hoses from airplane immediately,beginning withsuction hose.If suction hoseremainsconnected foranylengthoftime after HydroTest isshut down,fluid willtransfer from airplanereservoirinto HydroTest reservoir.Con-nect all airplanehoses and reinstall cowling. 2-62.FILLINGAIRPLANERESERVOIR.Normally, thereservoiris filled by using amanually operated pressure brakebleederorHydroFill unit(available fromCessna Spare Parts Department).TheHydro Test is usedto fillthereservoir beforedisconnect-ingit fromtheairplanehydraulicsystem,as out-lined in thepreceding paragraph. 2-63.BLEEDINGTIME-DELAYVALVE.Thetime-delay valveinthePowerPack may be purgedofair by operatingtheengine-driven pump,or the Hydro Testmay beused. a.Makesure reservoiris full. b.Startengineand let run at 1000rpm,orconnect HydroTest inaccordance withparagraph 2-60. c.Placelanding gear handlein thedownposition and hold forapproximately oneminute,whileturning themasterswitch OFF untildoorsopen,thenON untildoorsclose. d.Repeatstep"c" fourtimes,waitingoneminute betweeneachrepeat. e.Checkthattime-delayoperates properly by moving gear handlesharply tothedownposition and recordingtime as handlereturnsto neutral. NOTE Thetimedelay betweenclosingofthelanding gear doors and releasing thelanding gear handleto neutralshould bebetween3 and9 seconds at roomtemperature.Coldertem-peratures willcause alongerdelay. f.Shut downengine,ordisconnect HydroTest in accordance withparagraph2-61. 2-64.BLEEDING AIRPLANEHYDRAULICSYSTEM. Bleedingmay be accomplished byjacking theair-plane and usingtheHydroTesttocyclethelanding gear and doorsystemsthroughseveral cycles.Re-ferto paragraph2-63forbleedingofthetime-delay valveinsidethePowerPack.Useonlyclean,fil-tered hydraulic fluid(MIL-H-5606)inthehydraulic system. NOTE Thereisonly onereason to haveto bleedthe hydraulicsystem,theentranceofconsider-able air into the hydraulicsystem.Themost probablecauseforair gettingintothesystem are:permitting reservoir fluidlevelto be-come low,airleaksintheengine -driven pump or pumpsuctionline,and poormaintenance procedures whenconnectinglines andinstall-ing actuators,etc. 2-65.BLEEDING OFTHEEMERGENCYHAND PUMPmaybeaccomplished bydisconnectingthe dooropenline andoperating theemergency hand pump until fluid flows fromdisconnectedline with noevidenceofair inline,reconnect dooropenline and replenish reservoir withclean hydraulic fluid as necessary tomaintain fluidlevel. 2-66.LEAK-:TESTING.When testing asystem forleakage,thePowerPack must bebypassed. Whencheckinganactuatingcylinder forinternal leakage,connect theHydroTest to one port ofthe unitand leave other port open.Perform test as follows: 2-27 !CAUTION\ Whenleak-testing any actuator,with pressure applied tooneport ofthecylinder,always have theopposite port opento atmospheric pressure.Otherwise,excessive pressuremay build upduetothedifferential area across the piston.(Therodsideofthepiston hasless areathan the headside.Thus,pressureap-plied to theheadsideofthe pistonmay ap-plyafargreater pressure to fluidontherod sideofthepiston.)Thetotalofline assem-blies,fittings,actuators,and anyotherpart subject tohydrostatic(deadend) pressure shall bedeemed faultyduetooverstressing ifhydraulic pressure in thatimmediatesub-systemis allowed toexceed 2275psi forany period oftime. a.Jack theairplane(seeparagraph2-4). b.Connect HydroTest pressure hosetosystem or unittobeleak-tested,usingsuitable fittings. c.Set flowvalve forminimum flow. d.Set lockout valvecracked open. e.Set bypass valveopen. f.Set pressurejack out approximately1-1/2 inches. g.Start HydroTest pumpmotor. h.Slowlyclosebypassvalveuntil pressure reaches1950 psi(maximumobtainablewith Hydro Test pump motor). i.Closelockout valveto trap fluid,thenstop HydroTestPumpmotorimmediately. j.Screw pressure jack in,increasing pressure to 2200psi,and hold5minutes.Check forleaks while systemor unitis underpressure.Thepressure jack hasapressurecapability tothelimitofthe HydroTest pressure gage.(SeeCautionabove.) k.Aftercompletionoftest,openHydroTest lock-out valvetorelease pressure,thendisconnect Hydro Test and reconnect hydraulicsystemlines. 1.Removeairplane fromjacks. 2-67.CYCLINGLANDINGGEAR. a.Connect HydroTestinaccordance withpara-graph2-60,andjack theairplane asoutlinedin paragraph2-4. b.Observecolorofhydraulicfluidthroughsight gagein airplanereservoir.If fluid appearsdis-colored,oranyotherreason existstosuspect fluid contamination,drawoffafluidsample as outlined in Section5. NOTE Fluid samplingisnecessary only whengood reason exists tosuspect contamination.If examination offluidrevealscontamination, flushcompletehydraulicsystem with clean hydraulicfluid(MIL-H-5606) andexamine several seals andcylinder bores fordamage. c.Set HydroTest flowvalveclosed,lockout valve open,and bypass valveopen. d.Start HydroTest pumpmotor. e.Slowlyclose bypassvalvecompletely. 2-28 f.Observe fluid flowingthrough HydroTestsight gage.Whenall air bubbleshavedissipated operations maybecontinued. g.Usinglandinggear control handleinairplane, operate gearas desired. NOTE Gearcyclingtimecanbeprolonged byslowly opening theHydroTest bypassvalvepart way. Thiswillbleedoffpart ofthepump flow. h.Aftercompletionofcycling,open HydroTest bypass valveandstop pumpmotor. i.Disconnect HydroTest in accordance withpara-graph2-61. j.Makesure landing gearisdownandlocked,and removeairplanefromjacks. 2-68.CHECKINGTIME-DELAYVALVE-MODEL 210CANDON.Thefollowingprocedure willalso applytoModel210Bairplanesthat havebeenretro-fitted with aModel210CPowerPack,whichcontains atime-delay valve. NOTE Thetimedelaybetweenclosingofthelanding geardoors andreleasing ofthelandinggear handletoneutralshould bebetween3to9 seconds at roomtemperature.Coldertem-peratures willcausealongerdelay. a.ConnectHydroTest in accordance with para-graph2-60. b.Set HydroTest at approximately 1500 psi,with aonegallon-per-minute flowrate. c.With airplanemasterswitch OFF toopenthe doors,movelandinggear handletodownposition andturnmasterswitchto ONposition.Notethe timedelay betweenclosingofthedoorsandreleas-ingofthehandleto neutral.Seethepreceding "NOTE." d.Thereis noadjustmentofthetime-delay valve. If itis defective,refer toSectionB-2 and Section D-2ofAppendixBandD,fordisassembly and repair ofthePowerPack oftheappropriatemodel. e.Disconnect HydroTest inaccordance with paragraph2-61. 2-69.CHECKING HANDLE-RELEASETONEUTRAL. a.Cyclethelandinggearthroughtwocomplete cyclesinaccordance with paragraph2-67. b.Set HydroTest bypass valvefullopen. c.Placelandinggear handlefulldown. d.Veryslowly,close bypassvalveuntilhandle trips back toneutral.Read HydroTest pressure gageat pointofhandletrip.In theModel210Bthis pressure should be130050 psi.IntheModel210C andonthe pressureshould be750-1250 psi.Record this pressure. NOTE TheModel210CandonhydraulicPowerPack is equipped with atime-delay valve.There-fore,on Model210Bairplanesretrofitted with theModel210ChydraulicPowerPack,the landing gearhandletrip-back toneutral is delayed3to9secondsbetweenthetimethe landinggear position(upordown)lightis illuminated andthelandinggearhandlere-turnsto neutral.Onereleasevalveserves to releasethehandlefromboththegeardown andgear uppositions.If thehandlecenter-ingbungeeand/ orhandlereturn springsare adjusted correctly,therelease valveshould releasethehandlefromboth positions at the same pressure.Theforegoingprocedure checkstherelease pressure fromthegear downposition andthefollowingprocedure checkstherelease pressure fromthegear upposition.Thisis performed onlyto assurethesatisfactory operation ofother equipmentrelativetohandlereleaseoper-ations. e.Set HydroTest bypassvalve fullopen. f.Placelandinggearhandlefullup. g.Veryslowly,close bypassvalve untilhandle trips back toneutral.Read HydroTest pressure gageat pointofhandletrip.IntheModel210B thispressureshould be130050 psi.Inthe Model210Candonthepressure should be750-1250 psi.Comparethe pressure withthatrecorded instepd.Besureto allowtime fortime-delay valvetoopeninthe210Candon. h.Refertoparagraph5A-21forModel210Bthru Model210D,and paragraph5C -18forModel210E andon,forhandlerelease adjustment. i.Makesure landinggearisdownandlocked,and disconnect HydroTest inaccordance with paragraph 2-61. j.Removeairplane fromjacks. 2-70.CHECKINGGEARUPPRIORITY VALVE-MODEL210BTHRU210D.(ExceptModel210Dequip-pedwithalternatePowerPack. ) a.Cyclelanding gear through twocompletecyclesin accordancewithparagraph 2-67. NOTE When performing thistest,theairplane's electrical systemmay bede-energized.This will permit the doorstoremain open,thereby makingit easier andfaster tocompletethis check. b.OpenHydroTest bypassvalve. c.Placelanding gear handlefullup.Very slowly close bypassvalve,observing HydroTest pressure gageandHydroTest flowgage,until priority valve opens.Priority valveshouldopenat apressureof 750 to800psi. NOTE Asthepriority valveopens,thenosegeardown-lockstarts torelease.Read HydroTest pres-sure gageat thispoint.TheHydroTest flow gagewill also aidin positivelyestablishing openingofthepriority valve.Aspressureslow-ly builds up in thedoorsystem,there is prac-ticallynoflowoffluidand theflowindicator will berestingon thebottomof thesight glass. As thepriority valveopens,thesuddenincrease in flowwillcause theindicator torise in the sight gage.Thisalso holdstruein nearlyall of theotherchecksto beperformed with the HydroTest. d.Referto paragraph5A- 23foradjustmentofthe gear uppriorityvalve. 2-71.CHECKINGGEARDOWNPRIORITY VALVE-MODEL210BTHRU210D.(ExceptModel210Dequip-ped withalternatePowerPack. ) a.Cyclelanding gear through two completecylcesin accordancewithparagraph2-67. NOTE When performing this test,theairplane's electrical systemmay bede-energized.This will permit the doorstoremain open,thereby makingiteasier and faster to completethis check. b.Withlandinggear fullyretracted,open Hydro Test bypass valve. c.Placelanding gear handlefulldown.Very slowlyclose bypass valve,observing HydroTest pressure gageandHydroTest flowgage,until priority valveopens.Priority valveshouldopen atapressure of55050 psi. NOTE Asthepriority valveopens,thenosegearor main gear uplocksstarts torelease.Read HydroTest pressure gageat thispoint.The HydroTest flowgagewill also aidin positive-ly establishingopeningofthepriority valve.As pressureslowly builds up in thedoorsystem, there is practicallynoflowoffluidandtheflow indicator will berestingon the bottomofthe sight glass.Asthe priority valveopens,the suddenincreaseinflowwillcause the indicator to rise in thesight gage.Thisalso holdstrue in nearly alloftheotherchecksto performed withtheHydroTest. d.Refer to paragraph5A-24foradjustmentofthe gear downpriority valve. 2-72.CHECKINGPRIORITY VALVE-MODEL 210E(andthoseModel210Dairplanesequipped with alternatePowerPack). 2-29 NOTE TheModel210EPowerPack,which isalso usedasan alternatePowerPack on the Model210D,containsonlyonepriority valve usedforgear upand gear downoperation. a.Cyclelandinggear throughtwocompletecycles in accordancewithparagraph 2-67. b.Withlandinggeardown,turn master switch OFF toopen gear doors.Leave theswitch OFF to permit doorstoremain open,therebymakingit easier andfastertocompletethischeck. c.OpenHydroTest bypassvalve. d.Placelanding gear handlefullup.Veryslowly closebypass valve,observingHydroTest pressure gageandHydroTest flowgage,until priority valve opens.Priority valveshouldopen atapressureof 750 to800psi. NOTE Asthepriority valveopens,thenosegear downlockstarts torelease.ReadHydro Test pressure gageat this point.TheHydro Test flowgage willalso aidin positively es-tablishingopeningofthepriority valve.As pressureslowlybuildsup in thedoorsystem, thereispractically noflowoffluidandthe flowindicator will berestingon thebottom of thesight glass.Asthe priority valveopens, thesudden increase in flowwillcause theindi-cator to rise in thesight glass. e.Referto paragraph5C-17forpriorityvalve adjustment. f.Makesurelandinggearisdownandlocked,and disconnectHydroTest in accordancewith paragraph 2-61.Removeairplane fromjacks. 2-73.CHECKINGPRIMARY(SYSTEM)RELIEF VALVE. a.ConnectHydroTest in accordance withpara-graph2-60. b.Open HydroTest bypassvalve. c.Makesuremasterswitch is OFF. d.Placelandinggear handlefulldown. e.Slowlyclosebypassvalve,observing pressure build-up andpoint at which pressure stabilizeson HydroTest gage.Stabilization indicatesrelief valvesetting.Therelief valvepressureshould be17 50to1800 psi,ataflowrateononegallon-per-minuteon theHydroTest. f.ThePowerPack must beremoved andpartially disassembled to adjustprimaryrelief valvesetting. Refer to paragraphB2- 55ofAppendixBto adjust primaryrelief valveon theModel210Bthru210D, except thoseModel210Dequippedwith alternate PowerPack.Refer to paragraph D2-25forthe Model210EandthoseModel210Dequippedwith the alternatePowerPack. 2-74.CHECKING SECONDARY(HANDPUMP)RE-LIEFVALVE. a.Placelanding gear handlefulldown.With masterswitch OFF,operateemergency handpump toopenlanding gear doors. 2-30 b.Disconnect dooropenlinefromnosegear door cylinderandconnect HydroTest pressure hose to dooropenline. c.Closelockout valveon HydroTest. d.Operateemergency handpumo in airplane, observingHydro Testpressure gageforpressure atwhichsecondaryrelief valveopens.Thispres-sureshould be1900 to1950psi. e.ThePowerPack must beremovedandpartially disassembled to adjust thesecondaryrelief valve setting.Refer to paragraphB2-77ofAppendixB toadjust thesecondaryrelief valveon theModel 210B thru210D,except thoseModel210Dequipped withalternatePowerPack.Refer to paragraph D2-24fortheModel210Eand thoseModel210D equipped with thealternatePowerPack. f.Open lockout valveon HydroTest torelease thepressure,disconnectHydroTest pressurehose fromdooropenlineandreconnect dooropenlineto nosegeardoorcylinder. 2-75.TESTINGFORAIRLEAKAGEINSUCTION LINETOENGINEPUMP. a.ConnectHydroTest to airplanein accordance withparagraph2-60. b.Operategear throughfivecompletecyclesor untilall air is dissipatedfromHydroTestsight glass. c.With gear in down position,operateHydroTest forfiveminutes.Noair shouldbevisiblein Hydro Testsight glass. d.Air visiblein sight glassindicatesleakage in suction lines,hose,or fittings.Replacedefective parts. NOTE If replacementofpartsstopsany visible air in HydroTest sight glassbut air still enters hydraulicsystem,engine-driven pumpmay haveasuction leak. 2-76.CHECKINGLANDINGGEARCYCLETIME. Whenthe hydraulicsystemor aircraft pum1Jissus-pectedofmalfunction because gearcycletimeisslow, it couldbecaused bylowfluidin aircraft reservoir, causingsystem to be fullofair.Thefollowingpro-cedure will purgeair fromsystem andfill theres-ervoir. a.Cyclethelandinggear through twocomplete cyclesin accordance withparagraph2-67. b.Withlandinggearextended,place handlein full upposition andrecord timerequired forgear tore-tract andhandlereturn toneutral.Timeshouldnot exceed12seconds(+12seconds,-0 seconds)on the Model210B.Onthe210Candon,timeshouldnot exceed10.5seconds(+5seconds,-0 seconds),plus the timerequired forthetime-delay valveto oper-ate(seeparagraph2-66). NOTE Model210Bairplanes thathavebeenretrofitted withaModel210CPowerPack use the gear cycle timeoftheModel21 OCandon. c.Withlandinggearretracted,placehandlein full downposition andrecord timerequiredforgear to extendandhandlereturn to neutral.Timeshouldnot exceed9seconds(+9seconds,-0 seconds)onthe Model210B.On the210Candon,timeshouldnot exceed7.5seconds(+8seconds,- 2seconds),plus the timerequired forthetime-delay valve to oper-ate(seeparagraph2-68). NOTE If timeis withinlimit when operated byHydro Test,but exceedslimitswhen operatedby en-gine-driven pump,thereisinternal leakagein pump.If timeexceedslimit whenoperated either by HydroTestor engine-driven pump, internalleakageisin hydraulicsystem.Check actuators forinternalleakage.Referto para-graph2-66whencheckingactuators.Repairor replaceactuatorsasrequired.If actuatorsare notdefective,PowerPack internal leakageis indicated.RepairorreplacePowerPack.Re-fe>to thecorrect Appendix Section forrepair ofhydrauliccomponentson theappropriateair-plane. 2-77.CHECKINGFLAPTHERMAL-RELIEFVALVE. NOTE Aircraft doesnothaveto beonjacksbutgear handlemustbe in down-indicate position. a.Disconnect flapuplineateither flap actuator. Capactuator port andconnectHydroTest pressure lineto flapupline. b.Position flaphandle to flapsup andmaintain this position throughoutentire test. c.SlowlycloseHydroTest bypassvalveandobserve pressure gauge.Gauge willstabilizeat pressure where thermorelief valveopens.Correctthermal relief valve setting will be{1850- 1900)PSI. d.Disconnect HydroTest andreconnect flapup linetoactuator. 2-78.CHECKINGFLAP WEEPVALVE. NOTE Airplane doesnothave tobeonjacksbut gear handlemustbein down-indicateposition. a.Disconnectflapdownline at either flapactuator. Cap actuatorport andconnectHydroTest pressure lineto flapdownline. b.Position flaphandle to flapsdown andmaintain thisposition throughoutentire test. c.VeryslowlycloseHydro Test bypass valve and observe pressure gauge.Withpressure decreasing, weep valveshall open beforepressure hasdropped toatleast40PSI.Pressure will droprapidly upon openingofweepvalve. d.DisconnectHydroTest andreconnect flapdown line. 2-79.BENCHTESTINGHYDRAULICPOWERPACK. 2-80.AnewornewlyoverhauledhydraulicPower Packmay betested,using theHydroTest,priorto installing theunitin theairplane.When bench test-ing thehydraulicPowerPack it will benecessary to useaserviceable hydraulicactuatorcylinder.A mainlandinggearrotaryactuatorcylindermay be usedin placeofanoselanding gear actuator.For control ofthedoorvalvesolenoidit will benecessary tofabricatean electrical harnessasshownin figure 2-10.Thisharness,whenconnected to a12-volt battery,willallowcontrol oftheelectrical curr