Military Visualizations Cessna 310R POH

MilViz Cessna 310R Pilots Operating Handbook
Version 1.0 23 May 2010

[1]
Military Visualizations Cessna 310R

Pilots Operating Handbook
Version 1.0

[2]
CONGRATULATIONS
Welcome to the ranks of Cessna owners! Your Cessna has been designed
and constructed to give you the most in performance, economy, and comfort. It
is our desire that you will find flying it, either for business or pleasure, a pleasant
and profitable experience.
This Pilots Operating Handbook has been prepared as a guide to help you
get the most pleasure and utility from your airplane. It contains information
about your Cessnas equipment, operating procedures, and performance; and
suggestions for its servicing and care. We urge you to read it from cover to cover,
and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of a
Cessna. Worldwide, the Military Visualizations staff stands ready to serve you.
The following services are offered:
MIVIZ Forums: Available 24/7 for technical support, product updates
and other announcements.
Email contacts to MILVIZ staff for detailed questions, suggestions,
and concerns.
Secure transactions to protect your financial interests.

[3]
PERFORMANCE AND SPECIFICATIONS

MAXIMUM WEIGHT:
Ramp ..... 5535 Pounds
Takeoff . 5500 Pounds
Landing . 5400 Pounds
Zero Fuel .. 4900 Pounds
*SPEED, BEST POWER MIXTURE:
Maximum Sea Level .... 207 KTAS
Maximum Recommended Cruise
75% Power at 7500 Feet ..... 195 KTAS
*RANGE, RECOMMENDED LEAN MIXTURE:
Maximum Recommended Cruise
75% Power at 7500 Feet ... 494 Nautical Miles,
(600 Pounds Usable Fuel) 2.62 Hours and 193 KTAS
75% Power at 7500 Feet ... 884 Nautical Miles,
75% Power at 7500 Feet . 1132 Nautical Miles,
Maximum Range
10,000 Feet (600 Pounds Usable Fuel) .. 616 Nautical Miles,
4.12 Hours and 148 KTAS
10,000 Feet (978 Pounds Usable Fuel) ... 1152 Nautical Miles,
10,000 Feet (1218 Pounds Usable Fuel) ... 1511 Nautical Miles,

RATE-OF-CLIMB AT SEAL LEVEL:
All Engines .. 1662 Feet Per Minute
One Engine Inoperative 370 Feet Per Minute
SERVICE CEILING:
All Engines .... 19,750 Feet
One Engine Inoperative 7400 Feet
TAKEOFF PERFORMANCE: (82 KIAS, 15
o
Wing Flaps and 5500 Pounds Weight)
Ground Roll 1335 Feet
Total Distance (Over 50-Foot Obstacle) ... 1700 Feet
LANDING PERFORMANCE: (93 KIAS, 35
o
Wing Flaps and 5400 Pounds Weight)
Ground Roll .... 640 Feet
Total Distance (Over 50-Foot Obstacle) 1790 Feet
STANDARD EMPTY WEIGHTS: (Approximate)
310R ... 3347 Pounds
310R II ... 3589 Pounds
BAGGAGE ALLOWANCE: .. 950 Pounds
WING LOADING: . 30.73 Pounds Per Square Foot
POWER LOADING: ... 9.65 Pounds Per Horsepower

[4]
FUEL CAPACITY: (Total)
Standard (100 Gallons Usable) ... 102 Gallons
With Auxiliary Tanks (40 Gallons Usable) ... 143 Gallons
With Auxiliary Tanks (63 Gallons Usable) ... 166 Gallons
With Auxiliary Tanks (63 Gallons Usable) and Wing Locker Tanks ... 207 Gallons
OIL CAPACITY: (Total) ... 25 Quarts
ENGINES:
Six-Cylinder, Fuel-Injected Engines .. IO-520-M
285 Rated Horsepower At 2700 Propeller RPM
PROPELLERS:
Constant Speed, Full Feathering, Three-Bladed 6 4.5 Diameter .. 0850334-26

NOTE: Range data includes allowance for start, taxi, takeoff, climb, descent, and 45-minute reserve at
45% power.

*Speeds based on Estimated Mid-Cruise Weight.

[5]
SECTION 2
LIMITATIONS
TABLE OF CONTENTS

INTRODUCTION .. 5 FLIGHT LOAD FACTOR LIMITS 10
AIRSPEED LIMITATIONS ... 6 FLIGHT CREW LIMITS . 10
ENGINE LIMITATIONS . 7 OPERATION LIMITS 10
WEIGHT LIMITS .. 9 FUEL LIMITATIONS . 11
MANEUVER LIMITS .. 10

INTRODUCTION
Section 2 of the Pilots Operating Handbook presents the operating limitations,
the significance of such limitations, instrument markings, color coding, and basic
placards necessary for the safe operation of the airplane, its powerplants, standard
systems, and standard equipment.

[6]
AIRSPEED LIMITATIONS (See Figure 2-1)

AIRSPEED LIMITATIONS TABLE
Figure 2-1
[7]
AIRSPEED INDICATOR TABLE
Figure 2-2

ENGINE LIMITATIONS
Number of Engines: 2
Engine Manufacturer: Teledyne Continenal Motors
Engine Model Number: IO-520-M
Engine Operating Limits for Takeoff and Continuous Operation:

a. Maximum power for all operations (All Altitudes)

[8]
Oil Viscosity:

Propellers:
a. Number of Propellers: 2
b. Manufacturer: McCauley Accessory Division, Cessna Aircraft Company
c. Part Number: 0850334-26
d. Number of Blades: 3
e. Diameter: 6 4.5
f. Blade Range: (At 30-Inch Station)
(1) Low Pitch 13.9
o
+/-0.2
o

(2) Feather 81.7
o
+/-0.3
o
g. Operating Limits: 2700 RPM maximum speed

Engine Instrument Markings:
a. Tachometer:
(1) Normal Operating 2100 to 2500 RPM (Green Arc)
(2) Maximum 2700 RPM (Red Radial)

b. Manifold Pressure:
(1) Normal Operating 15.0 to 24.5 inches Hg. Manifold Pressure (Green Arc)

c. Oil Temperature:
(1) Normal Operating 75 to 240
o
F (Green Arc)
(2) Maximum 240
o
F (Red Radial)

d. Oil Pressure:
(1) Minimum Operating 10 PSI (Red Radial)
(2) Normal Operating 30 to 60 PSI (Green Arc)
(3) Maximum 100 PSI (Red Radial)

e. Cylinder Head Temperature:
(1) Normal Operating 200 to 460
o
F (Green Arc)
(2) Maximum 460
o
F (Red Radial)

[9]

f, Fuel Flow:
(1) Minimum Operating 2.5 PSI (Red Radial)
(2) Normal Operating 15.0 to 24.5 inches Hg. Manifold Pressure (Green Arc)
(a) Green Radials 45% Power 59.0 Pounds per hour (6.5 PSI)
55% Power 71.0 Pounds per hour (7.6 PSI)

(b) Blue Triangle 75% Climb Setting 107.0 Pounds per hour (12.0 PSI)

(c) White Arc Sea Level Takeoff and Climb Power Setting 146.5 Pounds per
hour (19.7 PSI) to 150.0 Pounds per hour (20.5 PSI)

(d) Blue Radials Altitude Takeoff Power and Climb Power Setting
2000 Feet 134.0 Pounds per hour (17.0 PSI)
(3) Maximum Operating 155.0 Pounds per hour (21.7 PSI) (Red Radial)

WEIGHT LIMITS
Maximum Ramp Weight: 5535 Pounds
Maximum Takeoff Weight: 5500 Pounds
Maximum Landing Weight: 5400 Pounds
Maximum Zero Fuel Weight: 4900 Pounds
Maximum Weights in Baggage Compartments:
a. Left and Right Wing Lockers 120 pounds each.
b. Nose Bay 350 pounds less installed optional equipment.
c. Aft Cabin (Station 96) 200 pounds. Extends from Station 89 to 109.
d. Aft Cabin (Station 124) 160 pounds (4-Place Seating). Station 109 to 132.
e. Aft Cabin (Station 126) 160 pounds (6-Place Seating). Station 111 to 132.

[10]
MANEUVER LIMITS
This is a normal category airplane. Aerobatic maneuvers, including spins, are
prohibited.

FLIGHT LOAD FACTOR LIMITS
The design load factors are 150% of the following, and in all cases the structure exceeds
design loads.

At Design Takeoff Weight of 5500 Pounds:
a. Landing gear up, wing flaps 0
o
+3.80 to -1.52G
b. Landing gear down, wing flaps 35
o
+2.0G

FLIGHT CREW LIMITS
Minimum Flight Crew for FAR 91 operations is one pilot.

OPERATING LIMITS
The standard airplane is approved for day and night operations under VFR conditions.
With the proper optional equipment installed, the airplane is approved for day and night IFR
operations and flight into icing conditions as defined by the FAA.

[11]
FUEL LIMITATIONS (See Figure 2-3)

Fuel Pressure:
a. Minimum: 2.5 PSI (0 Pounds Per Hour)
b. Maximum: 21.7 PSI (155.0 Pounds Per Hour)
Fuel (Approved Fuel Grades and Colors):
a. 100LL Grade Aviation Fuel (Blue).
b. 100 (Formerly 100/130) Grade Aviation Fuel (Green).

FUEL TABLE
Figure 2-3

[12]

SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS

INTRODUCTION ... 12
EMERGENCY PROCEDURES ABBREVIATED CHECKLISTS .. 13
Engine Inoperative Procedures ... 13
Fire Procedures ..... 18
Emergency Descent Procedures ....... 19
Emergency Landing Procedures . 20
Fuel System Emergency Procedures .... 23
Electrical System Emergency Procedures .. 24
Avionics Bus Failure .... 25
Flight Instruments Emergency Procedures .. 25
Air Inlet or Filter Icing Emergency Procedures .. 26
Propeller Synchrophaser . 26
Emergency Exit Window . 26
Spins ... 27

INTRODUCTION
Section 3 of the Pilots Operating Handbook describes the recommended procedures for
emergency situations. The first part of this section provides emergency procedural action
required in an abbreviated checklist form. Amplification of the abbreviated checklist is
presented in the second part of this section.

[13]
EMERGENCY PROCEDURES
ABBREVIATED CHECKLISTS

Procedures in the Abbreviated Checklists portion of this section outlined in the black boxes are
immediate-action items and should be committed to memory.

AIRSPEEDS FOR SAFE OPERATION
Conditions:
1. Takeoff Weight 5500 Pounds
2. Landing Weight 5400 Pounds
3. Standards Day, Sea Level
a. Air Minimum Control Speed .... 80 KIAS
b. Intentional One Engine Inoperative Speed ... 92 KIAS
c. One Engine Inoperative Best Angle-of-Climb Speed 95 KIAS
d. One Engine Inoperative Best Rate-of-Climb Speed (Flaps UP) . 106 KIAS

ENGINE INOPERATIVE PROCEDURES
ENGINE SECURING PROCEDURES
1. Throttle CLOSE
2. Propeller FEATHER
3. Mixture IDLE CUT-OFF
4. Fuel Selector OFF
5. Auxiliary Fuel Pump OFF
6. Magneto Switches OFF
7. Propeller Synchrophaser OFF (Optional System)
8. Alternator OFF
9. Cowl Flap -- CLOSE
ENGINE FAILURE DURING TAKEOFF (Speed Below 92 KIAS)
1. Throttles CLOSE IMMEDIATELY
2. Brakes AS REQUIRED

[14]
ENGINE FAILURE AFTER TAKEOFF (Speed Above 92 KIAS With Gear Up Or In Transit)
1. Mixtures AS REQUIRED for flight altitude
2. Propellers FULL FORWARD
3. Throttles FULL FORWARD
4. Flaps UP if extended, in small increments, RETRACTED on blue line speed
5. Landing Gear CHECK UP
6. Inoperative Engine DETERMINE:
a. Identify Failed Engine FOOT OFF RUDDER on failed engine side
b. Verify Failed Engine RETARD THROTTLE to confirm no loss of power
c. Feather Failed Engine SET PROP CONDITION LEVER to feather detent
7. Establish Bank 6
o
toward operative engine
8. Climb to Clear 50-Foot Obstacle 92 KIAS
9. Climb at Best Single-Engine-Rate-of-Climb Speed 106 KIAS at sea level; 94 KIAS at
10,000 Feet
10. Trim Tabs ADJUST 5
o
bank toward operative engine with approximately ball slip
indicated on the turn and bank indicator
11. Cowl Flap Close (Inoperative Engine)
12. Inoperative Engine SECURE as follows:
a. Fuel Selector OFF
b. Auxiliary Fuel Pump OFF
c. Magneto Switches OFF
d. Alternator OFF
13. As Soon As Practical LAND

[15]
ENGINE FAILURE DURING FLIGHT
1. Inoperative Engine DETERMINE, if conditions allow
2. Before Securing Inoperative Engine, if conditions allow:
a. Fuel Flow CHECK If deficient, position auxiliary fuel pump to ON
b. Fuel Selectors MAIN TANKS
c. Fuel Quantity CHECK
d. Oil Pressure and Oil Temperature CHECK
e. Magneto Switches CHECK ON
f. Mixture ADJUST until evidence of engine firing. Continue to adjust for smooth
operation
3. Inoperative Engine SECURE: (Perform immediately if conditions require)
a. Identify Failed Engine FOOT OFF RUDDER on failed engine side
b. Verify Failed Engine RETARD THROTTLE to confirm no loss of power
c. Feather Failed Engine SET PROP CONDITION LEVER to feather detent
d. Mixture IDLE CUT-OFF
e. Fuel Selector OFF
f. Auxiliary Fuel Pump OFF
g. Magneto Switches OFF
h. Propeller Synchrophaser OFF
i. Alternator OFF
j. Cowl Flap -- CLOSE
4. Operative Engine ADJUST
a. Power AS REQUIRED
b. Mixture AS REQUIRED for flight altitude
c. Fuel Selector AS REQUIRED
NOTE
Auxiliary Fuel on the side of the failed engine is inaccessible
Position operative engine fuel selector to MAIN TANK and feel for detent
if below 1000 feet AGL or if nearest airport is within range o fuel
remaining in MAIN TANK. If necessary, range can be extended by using
wing locker fuel, opposite main fuel or auxiliary fuel on the side of the
operative engine. Crossfeed as required to maintain lateral balance.

d. Auxiliary Fuel Pump ON
e. Cowl Flap AS REQUIRED
o
6. Electrical Load DECREASE to minimum required
7. As Soon As Practical -- LAND
[16]
ENGINE INOPERATIVE LANDING
1. Fuel Selector MAIN TANK
2. Auxiliary Fuel Pump ON (Operative Engine)
3. Alternate Air Control IN
4. Mixture AS REQUIRED for flight altitude
6. Propeller FULL FORWARD
7. Approach 106 KIAS with excessive altitude
8. Landing Gear DOWN within gliding distance of field
9. Wing Flaps DOWN when landing is assured
10. Speed DECREASE below 93 KIAS only if landing is assured
11. Air Minimum Control Speed 80 KIAS
ENGINE INOPERATIVE GO-AROUND (Speed Above 92 KIAS)
WARNING

1. Throttle FULL FORWARD
3. Positive Rate-of-Climb ESTABLISH
4. Landing Gear UP
5. Wing Flaps UP, if extended
6. Cowl Flaps OPEN
7. Climb at Best Single-Engine Rate-of-Climb Speed 106 KIAS at sea level; 94 KIAS at
10,000 feet
o

Level flight may not be possible for certain
combinations of weight, temperature and
altitude. In any event, do not attempt an
engine inoperative go-around after wing flaps
have been extended beyond 15
o

[17]
AIRSTART
Airplane Without Optional Propeller Unfeathering System:
1. Auxiliary Fuel Pump CHECK OFF If ON or LOW, purge engine by turning OFF auxiliary
fuel pump, mixture to IDLE CUT-OFF, throttle full open, magneto switches OFF, and
rotating engine 15 revolutions with starter.
2. Magneto Switches ON
4. Throttle FORWARD approximately one inch
6. Propeller FORWARD of detent
7. Starter Button PRESS
8. Primer Switch ACTIVATE in direction of engine to start
9. Starter and Primer Switch RELEASE when engine fires
10. Auxiliary Fuel Pump LOW
11. Mixture AS REQUIRED
12. Power INCREASE after cylinder head temperature reaches 200
o
F with gradual mixture
enrichment as power increases
13. Cowl Flap AS REQUIRED
14. Alternator ON

BOTH ENGINES FAILURE DURING CRUISE FLIGHT
1. Wing Flaps UP
2. Landing Gear UP
3. Propellers FEATHER
4. Cowl Flaps CLOSE
5. Airspeed 111 KIAS
6. Landing Refer to FORCED LANDING (Complete Power Loss) in this section

[18]
FIRE PROCEDURES
FIRE ON THE GROUND (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To
Stop)
1. Throttles CLOSE
2. Brakes AS REQUIRED
3. Mixtures IDLE CUT-OFF
4. Battery OFF (Use Gang Bar)
5. Magnetos OFF (Use Gang Bar)
6. Evacuate airplane as soon as practical
INFLIGHT WING OR ENGINE FIRE
1. Both Auxiliary Fuel Pumps OFF
2. Appropriate Engine SECURE
a. Throttle CLOSE
b. Propeller FEATHER
c. Mixture IDLE CUT-OFF
d. Fuel Selector OFF
e. Cowl Flap CLOSE
f. Magnetos OFF
g. Propeller Synchrophaser OFF (Optional System)
h. Alternator OFF
3. Cabin Heater OFF
4. Land and evacuate airplane as soon as practical

[19]
INFLIGHT CABIN FIRE OR SMOKE
1. Electrical Load REDUCE to minimum required
2. Attempt to isolate the source of fire or smoke
3. Wemacs OPEN
4. Cabin Air Controls OPEN all vents including windshield defrost; CLOSE if intensity of
smoke increases
5. Land and evacuate airplane as soon as practical

EMERGENCY DESCENT PROCEDURES
PREFERRED PROCEDURE
1. Throttle IDLE
3. Mixtures ADJUST for smooth operation with gradual enrichment as altitude is lost
4. Wing Flaps UP
5. Landing Gear UP
6. Moderate Bank INITIATE
IN TURBULENT ATMOSPHERIC CONDITIONS
1. Throttles IDLE
4. Wing Flaps DOWN 35
o

5. Landing Gear DOWN
6. Moderate Bank INITIATE

[20]
EMERGENCY LANDING PROCEDURES
FORCED LANDING (With Power)
1. Landing Site CHECK (Overfly site at 100 KIAS and 15
o
wing flaps)
2. Landing Gear DOWN if surface is smooth and hard
a. Normal Landing INITIATE (Keep nosewheel off ground as long as practical)
3. Landing Gear UP if surface is rough or soft
a. Approach 100 KIAS with 15
o
wing flaps
b. All Switches Except Magnetos OFF
c. Cabin Door UNLATCH prior to flare-out
d. Mixtures IDLE CUT-OFF
e. Magneto Switches OFF
f. Fuel Selectors OFF
g. Landing Attitude NOSE HIGH
FORCED LANDING (Complete Power Loss)
2. Propellers FEATHER
3. Fuel Selectors OFF
4. All Switches Except Battery OFF
5. Approach 111 KIAS
6. If Smooth and Hard Surface:
a. Landing Gear DOWN within gliding distance of field
b. Wing Flaps AS REQUIRED
c. Battery Switch OFF
d. Cabin Door UNLATCH prior to flare-out
e. Normal Landing INITIATE (Keep nosewheel off ground as long as practical)
7. If Rough or Soft Surface:
a. Landing Gear UP
b. Wing Flaps DOWN 15
o

c. Approach 97 KIAS
d. Battery Switch OFF
e. Cabin Door UNLATCH prior to flare-out
f. Landing Attitude NOSE HIGH

[21]
LANDING WITH FLAT MAIN GEAR TIRE
1. Landing Gear Leave DOWN
2. Fuel Selectors SELECT main tank on same side as defective tire
3. Fuel Selectors MAIN TANKS
4. Wind should be headwind or crosswind opposite the defective tire
o

6. In approach, align airplane with edge of runway opposite the defective tire, allowing
room for a mild turn in the landing roll
7. Land slightly wing low on the side of the inflated tire and lower the nosewheel to the
ground immediately for a positive steering
8. Use full aileron in landing roll to lighten the load on the defective tire
9. Apply brakes only on the inflated tire to minimize landing roll and maintain directional
control
10. Stop airplane to avoid further damage unless active runway must be cleared for other
traffic
LANDING WITH DEFECTIVE MAIN GEAR
1. Fuel Selectors SELECT main tank on the same side as defective gear
2. Fuel Selectors MAIN TANKS before landing
3. Wind HEADWIND or crosswind opposite defective gear
o

6. Approach ALIGN AIRPLANE with the edge of runway opposite the defective landing
gear
7. Battery Switch OFF
8. Land wing low toward operative landing gear. Lower nosewheel immediately for
positive steering
9. Ground Loop INITIATE into defective landing gear
11. Use full aileron in landing roll to lighten the load on the defective gear
12. Apply brakes only on the operative landing gear to hold desired rate of turn and shorten
landing roll
13. Fuel Selectors OFF
14. Airplane EVACUATE

[22]
LANDING WITH FLAT NOSE GEAR TIRE
1. Landing Gear Leave DOWN
2. Passengers and Baggage MOVE AFT
3. Approach 100 KIAS with 15
o
Wing Flaps
4. Landing Attitude NOSE HIGH
5. Nose HOLD OFF during landing roll
6. Brakes MINIMUM in landing roll
7. Throttles RETARD in landing roll
8. Control Wheel FULL AFT until airplane stops
9. Minimize additional taxiing to prevent further damage
LANDING WITH DEFECTIVE NOSE GEAR
1. If Smooth and Hard Surface:
a. Baggage and Passengers MOVE AFT
b. Landing Gear DOWN
c. Approach 100 KIAS with 15
o
Wing Flaps
d. Landing Attitude NOSE HIGH
e. Nose HOLD OFF during landing roll
f. Brakes MINIMUM in landing roll
g. Throttles RETARD in landing roll
h. Control Wheel FULL AFT until airplane stops
i. Minimize additional taxiing to prevent further damage
2. If Rough or Sod Surface:
a. Landing Gear UP
b. Approach 100 KIAS with 15
o
Wing Flaps
c. All Switches Except Magnetos OFF
d. Cabin Doors UNLATCH prior to flare-out
e. Landing Attitude NOSE HIGH
f. Mixtures IDLE CUT-OFF
g. Magnetos Switches OFF
h. Fuel Selectors OFF

[23]
LANDING WITHOUT FLAPS (0
o
Extension)
1. Mixtures AS REQUIRED for flight altitude
3. Fuel Selectors MAIN TANKS
4. Minimum Approach Speed 105 KIAS
DITCHING
1. Landing Gear UP
2. Approach HEADWIND if high winds; PARALLEL to SWELLS if light wind and heavy swells
o

4. Power AS REQUIRED (300 Feet Per Minute Descent)
5. Airspeed 93 KIAS minimum
6. Attitude DESCENT ATTITUDE through touchdown
FUEL SYSTEM EMERGENCY PROCEDURES
ENGINE-DRIVEN FUEL PUMP FAILURE
2. Auxiliary Fuel Pump ON
3. Cowl Flap OPEN
4. Mixture ADJUST for smooth engine operation
5. As Soon As Practical LAND
6. Fuel in the auxiliary and opposite main tank is unusable

[24]
ELECTRICAL SYSTEM EMERGENCY PROCEDURES
ALTERNATOR FAILURE (Single)
1. Electrical Load REDUCE
2. If Circuit Breaker Is Tripped:
a. Turn off affected alternator
b. Reset affected alternator circuit breaker
c. Turn on affected alternator switch
d. If circuit breaker reopens, turn off alternator
3. If Circuit Breaker Does Not Trip:
a. Select affected alternator on voltmeter and monitor output
b. If output is normal and failure light remains on, disregard fail indication and have
indicator checked after landing
c. If output is insufficient, turn off alternator and reduce electrical load to one
alternator capacity
d. If complete loss of alternator output occurs, check field fuse and replace if
necessary
e. If an intermittent light indication accompanied by voltmeter fluctuation is
observed, turn off affected alternator and reduce load to one alternator capacity

[25]
ALTERNATOR FAILURE (Dual)
1. Electrical Load REDUCE
2. If Circuit Breakers Are Tripped:
a. Turn off alternators
b. Reset circuit breakers
c. Turn on left alternator and monitor output on voltmeter
d. If alternator is charging, leave it on. Disregard failure light if still illuminated
e. If still inoperative, turn off left alternator
f. Repeat steps c through e for right alternator
g. If circuit breakers reopen, prepare to terminate flight
3. If Circuit Breakers Have Not Tripped:
a. Turn off alternators
b. Check field fuses and replace as required
c. Turn on left alternator and monitor output on voltmeter
d. If alternator is charging, leave it on. Disregard failure light if still illuminated
e. If still inoperative, turn off left alternator
f. Repeat steps c through e for right alternator
g. If both still inoperative, turn off alternators and turn on emergency alternator
field switch
h. Repeat steps c through e for each alternator
i. If still inoperative, turn off alternators, nonessential electrical items and prepare
to terminate flight
AVIONICS BUS FAILURE
1. Avionics Master Switch OFF
2. Emergency Avionics Power Switch ON
FLIGHT INSTRUMENTS EMERGENCY PROCEDURES
VACUUM PUMP FAILURE (Attitude and Directional Gyros)
1. Failure indicated by left or right red failure button exposed on vacuum pump gage
2. Automatic valve will select operative source
3. Vacuum Pressure CHECK proper vacuum from operative source

[26]
OBSTRUCTION OR ICING OF STATIC SOURCE
1. Alternate Static Source OPEN
2. Excess Altitude and Airspeed MAINTAIN to compensate for change in calibration

AIR INLET OR FILTER ICING EMERGENCY PROCEDURES
1. Alternate Air Control(s) PULL OUT
2. Power INCREASE as required
3. Mixture(s) LEAN as required

PROPELLER SYNCHROPHASER
ENGINE INOPERATIVE PROCEDURES

SYNCHROPHASER FAILURE
2. Propeller Synchrophaser Circuit Breaker PULL (Optional System)
EMERGENCY EXIT WINDOW
1. Red Handle PULL down and to the rear
2. Window PUSH OUT at top

[27]
SPINS
1. Throttles CLOSE IMMEDIATELY
2. Ailerons NEUTRALIZE
3. Rudder HOLD FULL RUDDER opposite the direction of rotation
4. Control Wheel FORWARD BRISKLY, turn of spin after applying full rudder
5. Inboard Engine INCREASE POWER to slow rotation (If Necessary)
6. After rotation has stopped:
a. Rudder NEUTRALIZE
b. Inboard Engine (If Used) DECREASE POWER to equalize engines
c. Control Wheel PULL to recover from resultant dive. Apply smooth steady
control pressure

[28]
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS

INTRODUCTION 28
Preflight Inspection .. 29
NORMAL PROCEDURES AMPLIFIED CHECKLISTS .... 31
Airspeeds for Safe Operation 31
Before Starting Engines . 32
Starting Engines .. 33
Before Taxiing .. 34
Taxiing 34
Before Takeoff .. 35
Takeoff 36
After Takeoff .. 38
Climb .. 38
Cruise . 39
Descent . 41
Before Landing 41
Balked Landing 42
After Landing 42
Shutdown .. 43

INTRODUCTION
Section 4 of the Pilots Operating Handbook describes the recommended procedures for
normal operations. This section provides normal procedural action required in an abbreviated
checklist form.

[29]
PREFLIGHT INSPECTION

[30]

[31]
NORMAL PROCEDURES
AMPLIFIED CHECKLISTS

AIRSPEEDS FOR SAFE OPERATION

[32]
BEFORE STARTING ENGINES
1. Preflight Complete
2. Cabin Door LATCHED and SECURE
3. Control Locks REMOVE
4. Seat, Seat Belts, and Shoulder Harness ADJUST and SECURE
5. Brakes -- Set
6. Fuel Selectors BOTH ENGINES SET TO MAIN TANKS
7. Landing Gear Switch DOWN
8. Mixtures FULL RICH
10. Throttles OPEN ONE INCH
11. Circuit Breakers IN
12. Emergency Alternator Field Switch OFF
13. Emergency Avionics Power Switch OFF
14. Avionics Master Switch OFF
15. Auxiliary Fuel Pump Switches OFF
16. Battery and Alternators ON
17. Lighting Rheostats AS REQUIRED
18. Landing Gear Position Indicator Lights Check green lights ON
19. All Warning Lights PRESS-TO-TEST
20. Altimeter and Clock SET
21. Cowl Flaps LOCKED FULL OPEN
22. Fuel Quantity CHECK
23. Fuel Totalizer SET (Optional System)
24. Cabin Air Controls SET AS REQUIRED
25. Alternate Air Controls IN
26. Anti-Collision Lights -- ON
[33]
STARTING ENGINES
1. Propellers CLEAR
2. Magneto Switches ON
3. Engines Start
a. Starter Button PRESS
b. Primer Switch Left Engine LEFT, Right Engine RIGHT

4. Auxiliary Fuel Pumps LOW to purge vapor from fuel system
5. Throttle 800 to 1000 RPM
6. Oil Pressure 10 PSI minimum in 30 seconds in normal weather, or 60 seconds in cold
weather. If no indication appears, shutdown engine and investigate
7. Alternators ON AND CHECK

[34]
BEORE TAXIING
1. Passenger Briefing COMPLETE
2. Avionics Master Switch ON
3. Avionics -- SET
4. Wing Flaps UP
5. Lights AS REQUIRED
6. Cabin Temperature AS REQUIRED
a. If heating and defrosting is required:
i. Cabin Air Knobs OPEN
ii. Defrost Knob AS REQUIRED
iii. Temperature Control Knob OPEN
iv. Cabin Heat Switch HEAT
v. Heat Registers AS REQUIRED
b. If ventilation is required:
i. Cabin Air Knobs OPEN
ii. Cabin Heat Switch FAN
iii. Heat Registers and Directional Air Vents AS REQUIRED
7. Brakes RELEASE (Pushing the parking brake knob in releases the trapped brake fluid,
allowing the brakes to be released).
TAXIING
1. Throttles AS REQUIRED
2. Brakes CHECK
3. Flight Instruments CHECK

[35]
BEFORE TAKEOFF
1. Brakes SET
2. Engine Runup COMPLETE
a. Throttles 1700 RPM
b. Alternators CHECK
c. Vacuum System CHECK 4.75 to 5.25 inches Hg.
d. Magnetos CHECK 150 RPM maximum drop with a maximum differential of 50
RPM
e. Propellers CHECK feathering to 1200 RPM; return to high RPM (Full Forward
Position)

f. Engine Instruments CHECK green arc
g. Throttles 2100 RPM
h. Governor CHECK (Retard propeller condition levers until noting slight drop in
RPM, then advance throttle and check for no increase in RPM).
i. Propellers FULL FORWARD
j. Throttles RETARD TO IDLE
3. Fuel Quantity CHECK
4. Fuel Selectors CONFIRM MAIN TANKS SELECTED LEFT AND RIGHT ENGINES
5. Alternate Air Controls IN
6. Cowl Flaps LOCKED FULL OPEN
7. Trim Tabs SET elevator, aileron and rudder tabs in the TAKEOFF range
8. Wing Flaps UP
9. Flight Instruments and Avionics SET
10. Lights AS REQUIRED
11. All Cabin Doors and Windows CLOSED
12. All Warning Lights CLEAR
13. Auxiliary Fuel Pumps ON
14. Flight Controls CHECK
15. Ice Protection Equipment AS REQUIRED
16. Seat Belts and Shoulder Harness SECURE
17. Brakes RELEASE

[36]
TAKEOFF
NORMAL TAKEOFF
1. Power FULL THROTTLE and 2700 RPM
*

2. Mixtures LEAN for field elevation
3. Engine Instruments CHECK
5. Elevator Control Raise nosewheel at 83 KIAS
6. Lift-Off 92 KIAS at 5500 pounds (Refer to Section 5 for speeds at reduced weights)

[37]
MAXIMUM PERFORMANCE TAKEOFF
o

2. Brakes SET
3. Power FULL THROTTLE
*

4. Mixtures LEAN for field elevation
5. Brakes RELEASE
6. Power CHECK 2700 RPM

7. Elevator Control Raise nosewheel at 70 KIAS
9. Lift-Off 82 KIAS at 5500 pounds (Refer to Section 5 for speeds at reduced weights)

*
Note: Since use of full throttle is not recommended in the static runup, closely observe full-
power engine operation early in the takeoff run. Signs of rough engine operation, unequal
power between engines, or sluggish engine acceleration are good cause for discontinuing the
takeoff. If this occurs, make a thorough full throttle static runup before another takeoff is
attempted. Alternatively, advance throttles to RPM of 2100, check engine instruments, and
concurrently release brakes and smoothly advance throttles to full power during initial takeoff
roll.

[38]
AFTER TAKEOFF
1. Brakes APPLY momentarily
2. Landing Gear RETRACT and check red light off
3. Wing Flaps UP after obstacles are cleared if maximum performance takeoff
4. Best Angle-of-Climb Speed 85 KIAS at sea level to 89 KIAS at 15,000 feet with obstacle
5. Best Rate-of-Climb Speed With Wing Flaps Up 107 KIAS at sea level and 5500 pounds
(Refer to Section 5 for speed at altitude and at reduced weight).
CLIMB
CRUISE CLIMB
1. Power 2500 RPM and 24.5 inches Hg
2. Airspeed 115 KIAS to 130 KIAS
3. Mixtures ADJUST to climb fuel flow
4. Cowl Flaps OPEN or as required
5. Auxiliary Fuel Pumps ON above 12,000 feet altitude to minimize vapor formation

MAXIMUM CLIMB
1. Power FULL THROTTLE and 2700 RPM
2. Quadrant Friction Lock TIGHTEN securely (With Synchrophaser Installed)
3. Propeller Synchrophaser PHASING (Optional System) Light should illuminate
continuously
a. Phasing Knob ADJUST for desired phasing position

[39]
CRUISE
1. Cruise Power 2100 to 2500 RPM and 15.0 to 24.5 inches Hg.
2. Mixtures LEAN for desired cruise fuel flow as determined from your power computer.
Recheck mixtures if power, altitude or OAT changes.
3. Cowl Flaps OPEN or as required
4. Propellers SYNCHRONIZE manually
5. Quadrant Friction Lock Tighten securely (With Synchrophaser Installed)
6. Propeller Synchrophaser PHASING (Optional System) Light should illuminate
continuously
a. Phasing Knob ADJUST for desired phasing position
7. Auxiliary Fuel Pumps:
a. Main Tanks OFF or LOW (if required)
b. Switching Tanks LOW
c. Auxiliary Tanks OFF
d. Crossfeeding LOW
8. Fuel Selectors Left Engine LEFT MAIN, Right Engine RIGHT MAIN
a. If optional 40-gallon auxiliary tanks are installed, fuel selectors MAIN TANKS for
60 minutes
b. If optional 63-gallon auxiliary tanks are installed, fuel selectors MAIN TANKS for
90 minutes
c. Usuable auxiliary fuel quantity is based on level flight
d. If wing locker tanks are installed, fuel selectors MAIN TANKS or, after wing
locker tanks are transferred and main tank quantity is less than 180 pounds each
AUXILIARY TANKS

e. If wing locker tanks are installed, crossfeed SELECT as required to maintain fuel
balance after wing locker tank fuel transfer
9. If oxygen use is desired, proceed as follows:
a. Mask Connect mask and hose assembly and put mask on
[40]

b. Hose Coupling Plug into oxygen outlet inside access door in outboard armrest
c. Oxygen Flow Indicator Check Flow (Indicator Toward Mask Indicates Proper
Flow)
d. Disconnect hose coupling when not in use
10. Trim Tabs -- ADJUST
Note: Normal cruising requires between 50% and 70% power. The manifold pressure and RPM
settings required to obtain these powers at various altitudes and outside air temperatures can
be determined with your power computer. A maximum cruising power of approximately 75%
(24.5 inches Hg. Manifold pressure and 2500 RPM) may be used if desired. Various percent
powers can be obtained with a number of combinations of manifold pressures, engine speeds,
altitudes and outside air temperatures. However, at full throttle and constant engine speed, a
specific power can be obtained at only one altitude for each given air temperature. For a given
throttle setting, select the lowest engine speed in the green arc range that will give smooth
engine operation without evidence of laboring.

[41]
DESCENT
1. Fuel Selectors LEFT AND RIGHT ENGINES SET TO MAIN TANKS
2. Power AS REQUIRED to maintain engine temperatures in the green
3. Cowl Flaps AS REQUIRED
5. Altimeters SET
Note: Descents should be initiated far enough in advance of estimated landing to allow a
gradual rate of descent at cruise speed. It should be at approximately 500 fpm for passenger
comfort, using enough power to keep the engines warm. This will prevent undesirable low
cylinder head temperatures caused by low power setting at cruise speed. The optimum engine
speed in a descent is usually the lower one in the RPM green arc range that will allow cylinder
head temperatures to remain in the recommended operating range (green arc).
BEFORE LANDING
1. Seat Belts and Shoulder Harness SECURE
3. Fuel Selectors BOTH ENGINES SET TO MAIN TANKS
4. Auxiliary Fuel Pumps ON
5. Alternate Air Contols CHECK IN
o
below 158 KIAS
7. Landing Gear DOWN below 138 KIAS
8. Landing Gear Position Indicator Lights Check down lights ON; Unlocked Light OFF
9. Mixtures FULL RICH or lean as required for smooth operation
11. Minimum Multi-Engine Approach Speed 93 KIAS at 5400 pounds (Refer to Section 5
for speeds at reduced weight)

[42]
BALKED LANDING
1. Increase engine speed to 2700 RPM and apply full throttle if necessary
2. Mixtures AS REQUIRED for balked landing power setting
3. Balked Landing Transition Speed 85 KIAS
4. Landing Gear RETRACT during IFR go-around or simulated IFR go-around after
establishing a positive rate of climb

5. Wing Flaps 15
o

6. Time airplane for climb
7. Cowl Flaps OPEN
8. Wing Flaps UP as soon as all obstacles are cleared and a safe altitude and airspeed are
obtained

AFTER LANDING
1. Auxiliary Fuel Pumps LOW
2. Cowl Flaps OPEN
3. Wing Flaps UP

[43]
SHUTDOWN
1. Parking Brake SET if brakes are cool
2. Avionics Master Switch -- OFF
3. All Switches Except Battery, Alternator and Magneto Switches OFF
4. Auxiliary Fuel Pumps OFF

5. Throttles IDLE
7. Battery and Alternators OFF
8. Magneto Switches OFF, after engines stop
9. Alternator Switches OFF
10. Master Battery Switch -- OFF
11. Control Locks INSTALL
12. Fuel Selectors OFF if a long period of inactivity is anticipated
13. Cabin Door CLOSE

Note: With the mixture levers in IDLE CUT-OFF, the fuel flow is effectively blocked at the fuel
metering unit. Thus, it is unnecessary to place the fuel selectors in the OFF position if the
airplane is receiving normal usage. However, if a long period of inactivity is anticipated, the fuel
selectors should be turned OFF to preclude any possible fuel seepage that might develop
through the metering valve.

[44]
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
INTRODUCTION 45
AIRSPEED CALIBRATION . 46
ALTIMETER CALIBRATION 48
TEMPERATURE RISE DUE TO RAM RECOVERY .. 50
TEMPERATURE CONVERSION
O
F TO
O
C .. 51
PRESSURE CONVERSION INCHES OF MERCURY TO MILLIBARS . 52
STALL SPEEDS 53
WIND COMPONENT . 54
NORMAL TAKEOFF DISTANCE .. 55
MAXIMUM PERFORMANCE TAKEOFF DISTANCE 56
ACCELERATE STOP DISTANCE .. 57
ACCELERATE GO DISTANCE 58
RATE-OF-CLIMB
Maximum Climb . 59
Cruise Climb ... 60
One Engine Inoperative .. 61
BALKED LANDING CLIMB
Rate-of-Climb . 62
ONE ENGINE INOPERATIVE SERVICE CEILING . 63
TIME, FUEL AND DISTANCE TO CLIMB
Maximum Climb 64
Cruise Climb . 65
CRUISE PERFORMANCE
2,500 Feet .... 66
5,000 Feet .... 66
7,500 Feet .... 67
10,000 Feet .. 67
15,000 Feet .. 68
RANGE PROFILE 69
ENDURANCE PROFILE .. 70
HOLDING TIME . 71
TIME, FUEL AND DISTANCE TO DESCEND .. 72
NORMAL LANDING DISTANCE 73
FUEL FLOW SCHEDULE 74
[45]
INTRODUCTION
Section 5 of the Pilots Operating Handbook contains all the performance information
required to operate the airplane safely and to help you plan your flights in detail with
reasonable accuracy. Safe and precise operation of the airplane requires the pilot to be
thoroughly familiar with and understand the data and calculations of this section.
The data on these graphical and tabular charts have been compiled from actual flight tests,
with the airplane and engines in good condition, using average pilot techniques. Note that the
cruise performance data makes no allowance for wind and/or navigational errors. Allowance
for start, taxi, takeoff, climb, descent and 45 minutes reserve are provided in the range profile
chart.
To determine pressure altitude at origin and destination airports, add 100 feet to field
elevation for each .1 inch Hg. below 29.92, or subtract 100 feet from field elevation for each .1
inch Hg. above 29.92.
The performance tables are presented in increments of temperature, altitude and any other
variable involved. Performance for a given set of conditions can be approximated as follows:
1. Takeoff, Accelerate Stop, Accelerate Go, Landing Enter tables at the next higher
increment of weight, altitude and temperature.
2. Cruise Enter tables at next lower increment of temperature and altitude.
To obtain exact performance values from the tables, it is necessary to interpolate between
the increment values.

[46]
AIRSPEED CALIBRATION
NORMAL STATIC SOURCE

[47]
AIRSPEED CALIBRATION
ALTERNATE STATIC SOURCE

[48]
ALTIMETER CORRECTION
NORMAL STATIC SOURCE

[49]
ALTIMETER CORRECTION
ALTERNATE STATIC SOURCE

[50]

[51]

[52]
PRESSURE CONVERSION
INCHES OF MERCURY TO MILLIBARS

[53]
STALL SPEEDS

[54]
WIND COMPONENT

[55]
NORMAL TAKEOFF DISTANCE

[56]
MAXIMUM PERFORMANCE TAKEOFF DISTANCE

[57]
ACCELERATE STOP DISTANCE

[58]
ACCELERATE GO DISTANCE

[59]

[60]
RATE-OF-CLIMB CRUISE CLIMB

[61]
RATE-OF-CLIMB ONE ENGINE INOPERATIVE

[62]

[63]
ONE ENGINE INOPERATIVE SERVICE CEILING

[64]

[65]

[66]
CRUISE PERFORMANCE
WITH RECOMMENDED LEAN MIXTURE

[67]
CRUISE PERFORMANCE

[68]
CRUISE PERFORMANCE

[69]
RANGE PROFILE

[70]
ENDURANCE PROFILE

[71]
HOLDING TIME

[72]
TIME, FUEL AND DISTANCE TO DESCEND

[73]
NORMAL LANDING DISTANCE

[74]
FUEL FLOW SCHEDULE

[75]
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
TABLE OF CONTENTS

INTRODUCTION 75
AIRPLANE WEIGHING FORM 76
WEIGHT AND MOMENT TABLES .. 77

INTRODUCTION
Section 6 of the Pilots Operating Handbook provides procedures for establishing the
airplanes basic empty weight and moment and procedures for determining the weight and
balance for flight.

[76]
AIRPLANE WEIGHING FORM

[77]
WEIGHT AND MOMENT TABLES

[78]
WEIGHT AND MOMENT TABLES

[79]
SECTION 7
SYSTEMS
TABLE OF CONTENTS

INTRODUCTION 80
PILOTS LOWER SWITCHES 81
AIRCRAFT POWER METER . 82
PILOTS SIDE SWITCHES .. 83
HORIZONTAL SITUATION INDICATOR (HSI) .. 85
ARTIFICIAL HORIZON (AH) ... 87
ENGINE INSTRUMENTS .. 88
AUTOMATIC DIRECTION FINDER (ADF) .. 92
AUTOPILOT . 94
THROTTLE QUADRANT .. 101
FUEL SYSTEMS .. 107
MISCELLANEOUS SYSTEMS . 111
PREFLIGHT UTILITY .. 115
CREDITS AND DISCLAIMER INFORMATION . 116

[80]
INTRODUCTION

Section 7 contains detailed operating instructions for the avionics and normal systems for
the MilViz Cessna 310R. The information contained herein is designed to support the MilViz
virtual aircraft only and should not be used for actual flight training.
Frequently in this section, use of the mouse buttons will be referenced in discussions about
systems operation. In all cases, for the function to work as written, the pilot must first hover
the mouse pointer over the associated system or switch.
[81]
PILOTS LOWER SWITCHES

The Cessna 310R pilots lower panel houses the switches for engine starting, power application,
and fuel pumps. The panel is grouped into three sections, left, center, and right. The left
section switches include the fuel pump, primer, and starters for left and right engines. The
center section switches include the master battery and left/right alternators. The right section
houses the four magneto switches for left and right engines.
The master battery switch supplies essential power to all aircraft systems and must be engaged
before successful operation of any of the other lower panel operations. The battery switch is
two-position, up to engage and down to disengage. If the master battery switch is turned off all
aircraft power systems are immediately disengaged. A left mouse button click will toggle the
switch on or off.
The right side of the lower panel features the four magnetos. Each engine has two separately
running magneto systems to feed power to the spark plugs. The switches toggle up and down
with mouse left button clicks. To activate the magnetos flip the switches to the up position. To
deactivate flip the switches down.
The auxiliary fuel pumps have three position switches. For the fuel pump switches, the
switches move up with successive left mouse button clicks and move down with right mouse
button clicks. The center detent turns the pump off. For high power pump operation, flip the
switch to the upward detent. For low power pump operations flip the switch to the lower
detent. Lower pump power is normally used for engine starts, taxi, takeoffs and landings, and
flight operations above 12,000 feet to prevent vapor lock. The high power pumps are used for
hot starting to purge fuel vapors and during any fuel-related emergency situations to ensure
positive flow to the engines. Note: when the checklist specifies pumps ON, this equates to
the low setting.
Engine starting normally requires use of fuel priming, and so the location of the primer switch
between the two starter switches is designed for ease of operation. The primer switch is a
three position rocker, spring loaded to maintain the center (off) position. To prime the left
engine, click and hold the left mouse button. To prime the right engine, click and hold the right
[82]
mouse button. When the mouse button is released, the fuel primer springs back to the center
(off) position. With the fuel primer engaged, you will hear the sound of the primer pumps
engaging to send fuel to the engines. The engine starters work by pressing and holding the
button with the left mouse button.
Each engine has its own alternator. When the engine is started and running smoothly, the
associated alternator may be turned on. The alternator switches are two positions up to
engage and down to disengage. The left mouse button will toggle the alternator switches on or
off. Once the alternators are engaged, the pilot should test aircraft power as described in the
next section of this manual, AIRCRAFT POWER METER.

AIRCRAFT POWER METER
The Cessna 310R features a
comprehensive power systems meter and
test system. The wafer switch allows the
pilot to isolate and test the power draw
for either alternator system as well as for
the battery. The pilot can measure the
total voltage draw from all engaged power
sources. To rotate the wafer knob
clockwise, click the right mouse button.
Clicking the left mouse button will rotate it
counter-clockwise. When rating the amperage draws for the alternators and battery, reference
the top white section of the meter. When measuring the voltage draw, reference the bottom
blue section of the meter.
In addition to the wafer knob and meter, the system also has two cat-eye lights which
illuminate when the aircraft detects alternator failure or inadequate alternator power
generation. These lights can sometimes illuminate when the engine is idling at an RPM
insufficient to provide optimal alternator power output.
With the left alternator switch disengaged, you can reference the left alternator
failure light to confirm it is not supplying system power. The same relationship
exists for the right alternator switch and light. If during flight operations with the
alternator switches engaged, and an alternator light illuminates, you should assume
that alternator has failed and troubleshoot with the wafer switch to isolate and
[83]
measure that alternators power output. One alternator provides sufficient power for aircraft
systems.
PILOT SIDE SWITCHES

The pilot side switches contain de-icing systems, exterior and interior lighting control, and the
avionics master switch. The left section contains the de-ice systems and avionics master, the
center section the exterior lights, and the right side a set of four black rheostat knobs to control
interior lighting.
DE-ICE EQUIPMENT & AVIONICS MASTER

The actuation switches for these systems are two-position switches for on/off operation. Left
mouse button clicks toggle the switches on or off. In the down position, the systems are turned
off and in the up position they are turned on. The avionics master switch should be toggled on
only after one alternator in on line and providing full power output. While FSX does not model
visible ice accumulations, it does affect the flight characteristics of the aircraft by adding weight
and changing wing life. Use of the surface and prop de-ice switch will reduce or remove these
ice accumulations. The switch for the de-ice exterior lights (located to the right of the avionics
master switch) is likewise not operable.

[84]

EXTERIOR LIGHTS

All exterior lights shown in this section are operable. With the exception of the landing lights,
each switch is a two-position, on/off, operation. To toggle click the left mouse button. The
landing lights are controlled by a three-position switch. To toggle upward, click the left mouse
button and to toggle down click the right mouse button. In the down position, the landing
lights are off and retracted into the underside of the wing. To extend the lights, click the switch
to the center position. To turn the lights on you must toggle the switch to the up position.
INTERIOR LIGHTS

All interior cockpit lighting is controlled by the rheostat knobs located on the right portion of
the pilots side switches. Note: The knob to control the radio backlighting is not operational.
The rightmost knob, labeled SW PNL, activates panel backlight illumination and is a simple on
or off operation. It is the master panel light switch and must be toggled on before either of the
backlight rheostats will function. These backlight rheostat knobs are labeled FLT INST
COMPASS and ENG INST FUEL SEL and provide variable intensity backlighting for the engine
and flight instruments. For these two knobs, a left mouse button click rotates the knob
counter-clockwise to reduce light intensity. A right mouse button click rotates the knobs
clockwise to increase light intensity.
[85]
HORIZONTAL SITUATION INDICATOR (HSI)

The HSI is an integrated directional gyro stabilized
compass slaved to the standby magnetic compass.
In addition, it provides course, localizer, and
glideslope information referenced from either the
number one or number two navigational systems.
The number one navigational system is the Garmin
GNS-530. The number two navigational system is
the Garmin GNS-430. For detailed operation of the
GNS-530 and GNS-430 systems consult their
separate operation manuals.
The toggle switch labeled NAV1 and NAV2 allows
the pilot to select which navigation systems supplies
inputs to the HSI. Note: due to software limitations
with FSX, only the NAV1 system can be used for GPS
navigational inputs to the HSI. The NAV2 system only supplies inputs from VOR and ILS systems
when they are tuned by the GNS-430 and the system is set to VLOC operation. The NAV1/NAV2
switch toggles left and right using the left mouse button.
For GPS course operation (NAV1 only) the HSI will display a course bar that is set using the
course input knob located on the lower left side of the HSI. The pilot should
adjust the course bar to match the desired track to steer (DTS) indication
shown on the GNS-530 system. The course input knob rotates clockwise and
counter-clockwise via left and right mouse button clicks. If the mouse button is
held down and the mouse pointer indication is kept hovering over the course
knob, the course bar will freely rotate in the chosen direction. During enroute
navigation, the course bar will deviate left and right to indicate distance off
course left and right. It will be centered if the aircraft is precisely on course.
For instrument approach procedures, the course bar will also indicate course
errors left and right, but will switch to a more sensitive mode of operation,
showing twice the amount of deflection for a given course distance error.

[86]

When flying a precision approach, with operating glideslope information, the HSI will
also indicate a glideslope bar indication on the left and right sides of the compass
rose. If the indicator is above the white lubber line, then the aircraft is too low.
When the indicator is below the white lubber line, then the aircraft is too high.
In addition, the HSI features a heading bug which the pilot can set using the
heading bug select knob located on the lower right side of the HSI. When the
autopilot is engaged in heading mode, rotation of the heading bug will turn the
aircraft in the shortest direction to match the pilots selected heading. The
heading select knob can be rotated clockwise or counter-clockwise in the same
manner that the course input knob adjusts the course bar. The pilot can also
immediately synch the heading bug to the current compass heading on the HSI
by hovering the mouse pointer over the heading knob and clicking the mouse
wheel button.
Finally, the HSI also features two red warning flags to alert the pilot when an unreliable
navigational or heading input signal is encountered, or when aircraft power is not
sufficient to operate the HSI.

[87]
ARTIFICIAL HORIZON (AH)

The MilViz Cessna 310R features a single AH. It is
used to maintain aircraft situational awareness,
relative to the horizon. It is used most often when
flying in instrument conditions. It is gyroscopically
stabilized by a vacuum system driven by either
engine to mimic aircraft movements in pitch and
roll. The instrument features a fixed yellow
waterline which can be adjusted up or down
manually by the pilot using the knob located at the
bottom of the instrument. The card behind the
waterline pivots and rotates in concert with the
aircrafts pitch and roll movements.
In stable level flight under visual conditions and
with reference to the actual horizon, the pilot should manually adjust the waterline to lie flush
with the white horizon line between the blue and brown sections of the card.
The card will pivot up or down as the aircrafts pitch changes. The card features pitch indicators
marked in five degree increments with the ten and twenty degree marks being wider and
labeled. It should be emphasized that these markings indicate pitch relative the horizon and
not angle of attack, which is relative to the flow of air across the wings.
Indications of bank are shown by the yellow arrow at the top of the instrument. The semi-
circular scale at the top of the instrument is graduated in ten degree marks to the thirty degree
bank indication, and then marked by single marks for 45 and 60 degrees. A left bank is
indicated by the top arrow appearing to rotate left along the bank scale. A right bank is
indicated by an apparent rotation to the right.
When the Artificial Horizon detects insufficient vacuum pressure to
operate the gyroscope, it displays a red flag to alert the pilot that
the instrument is unreliable.
To lock the AH to prevent tumbling during unusual attitude
maneuvers in VMC conditions, left mouse click on the Pull to Cage
knob. Perform another left mouse click to unlock the AH for normal
operations. You should ensure it is not activated prior to flight in instrument conditions.
[88]
ENGINE INSTRUMENTS

The MilViz Cessna 310R features a series of engine instruments that will be discussed in detail
in this section. They include: manifold pressure, RPM, CHT, oil, EGT, vacuum pressure, and
OAT.
The manifold pressure (MP) gauge features independently operating needles for the left and
right engines and displays the amount of air pressure that each engine is sucking through the
throttle manifold aft of the venturi. When the engines are shut
down, the MP displayed is equal to the outside air pressure.
When the engines are running, then the MP value displayed is
affected by the movement of the throttles which open and close
the throttle wastegates. When the throttles are fully closed, the
wastegate is rotated to its maximum closed position, which
reduces the amount of air that the engine can suck. When the
throttle is fully opened, the wastegate is likewise fully opened,
and the engine can suck air equal to the outside air pressure.
Since this C-310R is not turbocharged, as the planes elevation
[89]
rises, the outside air pressure is reduced. Therefore, the manifold pressure will reduce as the
airplane climbs even if the throttles are fully opened. In other words, the aircraft engines can
never suck air of a pressure greater than the outside air pressure. Manifold pressures above
the top of the normal range (25.5 inches) should only be demanded during takeoff and reduced
to the normal range as soon as practical.
The tachometer (RPM) gauge also features independently operating needles for each engine.
The MilViz C-310R features constant speed propellers. Therefore, the RPM can be adjusted by
the pilot using the associated propeller condition levers located on the throttle quadrant. Full
RPM is reached by the pilot moving the prop condition levers fully forward. The propeller hub
contains a governor which should not allow the RPM to
exceed 2700. A momentary indication above 2700 RPM is
acceptable upon moving the prop condition levers full
forward, provided the governor immediately stabilizes them
to red line. If the RPM value remains above red line,
however, then governor failure should be suspected and the
flight aborted as soon as possible.
RPMs above the top of the normal range (2500) should only
be allowed during takeoff and landing operations. Also, the
pilot must be careful not to allow a combination of high manifold pressure and low RPMs as
this combination could cause unacceptable stresses to the engines, potentially leading to
catastrophic failures. During cruise operations, the pilot should ensure that the RPM is kept in
the normal operating range (the green arc) by moving the associated prop condition levers.
Each engine has its associated cylinder head temperature (CHT) and oil temperature/pressure
instruments. During all phases of engine operation, these instruments should be referenced to
ensure no abnormal engine conditions are allowed. During engine start, the pilot should
immediately reference the oil pressure gauge to ensure proper flow of oil through the engine.
If no increase to the normal range is seen immediately after start, the engine should be shut
down as soon as possible to avoid possible seizure.
In addition, during the propeller feather checks on
the ground, the pilot should observe a drop in oil
pressure and temperature when he moves the
associated prop condition lever aft. This ensures
that the oil is flowing through the propeller
governor.
[90]
Operations outside the normal ranges (green arcs) should not be permitted unless the situation
does not allow for the safe shutdown of the affected engine. CHT readings above or below the
normal range should be avoided and can be controlled by use of the cowl flaps. In the actual
Cessna C-310R, the cowl flaps are located below the throttle quadrant on the aft side of the
pedestal. However, the MilViz C-310R does not model cowl flap levers. The cowl flaps are
modeled fully open. Further on the C-310R, the cowl flaps are fully internalized inside the
engine compartment and therefore do not produce drag. They are normally left fully opened
and should only be closed when the CHT is below the green arc for any sustained time period
(such as in-flight engine shutdown).
The Exhaust Gas Temperature (EGT) gauge measures the temperature of the exhaust gases
immediately after fuel burn in the ignition phase of engine operations. The gauge features
independent indications for each engine. As EGT increases,
the associated needle will rise to indicate that engines
exhaust gas temperature.
During cruise operations, the pilot should lean out the fuel
mixture to maintain an optimal ratio of fuel to air. EGT can be
referenced in concert with the two EDM-700 engine monitors
(see separate manual) to ensure this optimal mixture setting is
maintained. During climbs, the pilot will need to lean the fuel
mixture by moving the associated fuel mixture lever on the
throttle quadrant aft. During descents, as the air pressure increases, fuel will need to be
enriched by moving the mixture lever forward. The asterisks located on the EGT gauge can be
referenced to help determine optimal fuel mixture.
The Fuel Flow gauge uses independently operating needles for each engine to allow the pilot to
easily match the fuel flows to each engine. The pilot adjusts these fuel flows by moving the
associated fuel mixture levers forward and aft. The outer scale is calibrated from a minimum
value of 2.5 PSI to a maximum value of 21.7 PSI. In
between these two PSI limits, the outer scale is calibrated
in fuel flow in pounds per hour.
The inner scale is calibrated to assist the pilot in setting
fuel flows consistent with certain phases of flight. For
example, during normal takeoff at airports below 3,000
feet field elevation, the pilot should set a fully rich mixture
as indicated by the small white section of the inner scale.
The bottom half of the inner scale is in blue and used for
takeoffs and climbs as a reference to keep fuel flows high
[91]
enough to help keep the cylinder head temperatures in normal range (unburned fuel acts as a
coolant).
During cruise operations, the pilot can set the fuel mixture levers to obtain a flow reading in the
green upper section of the inner scale. These setting are approximately equal to percent of
power operations from 50% power at the top of the green section of the arc to 100% power at
the bottom of the green section of the arc.
The vacuum pressure gauge allows the pilot to measure the amount of air pressure that the
engine vacuum pumps are sucking. This vacuum pressure
rotates the vanes of all the air driven gyroscopes that stabilize
such instruments as the artificial horizon and HSI. During the
engine ground run, and periodically during flight, the pilot
should reference this gauge to determine is he is experiencing
possible vacuum failure on these critical instruments.

[92]
BENDIX-KING KR-87 AUTOMATIC DIRECTION FINDER (ADF)

The MilViz Cessna 310R features a Bendix-King ADF that integrates itself with the dual purpose
RMI card located on the lower right side of the pilots instrument panel. The unit features a
master on/off switch and a digital frequency read-out. To tune frequencies, the pilot uses the
circular dial knob located on the right side of the unit.
FRENQUENCY TUNING
The knob is mapped in three sections to control the three groups of numbers in the frequency.
To adjust the frequency, the pilot will hover the mouse arrow over the desired section of the
knob and then use the mouse wheel to change the number. To increase the desired number,
rotate the mouse wheel forward. To decrease the number, rotate the mouse wheel aft.
Remember, to change the desired number, the mouse pointer must be kept inside the
associated sector of the knob during the time the mouse wheel is rotated.
FREQUENCY TUNING EXAMPLES
These illustrations will show the section of the ADF frequency controlled by the sectors of the
knob (Note: to help identify the outline of the knob, its outer circumference is outlined in
yellow):
To control the hundreds and thousands values of the frequency, use the left edge of the knob
as shown here. The section of the frequency outlined
in the red box is controlled by hovering the mouse
pointer inside the section of the knob highlighted in
red. Note: to work, the mouse pointer must be inside the red highlighted
section but also inside the circumference of the knob (as outlined in
yellow).

[93]

To control the tens values of the frequency, use the middle-left sector of the knob as shown
here. Again, the section of the frequency outlined in
the red box is controlled by hovering the mouse
pointer inside the section of the knob highlighted in
red. Note: to work, the mouse pointer must be inside the red highlighted
section but also inside the circumference of the knob (as outlined in
yellow).
To control the ones values of the frequency, use the right sector of the knob as shown here. Again, the
section of the frequency outlined in the red box is
controlled by hovering the mouse pointer inside the
section of the knob highlighted in red. Note: to
work, the mouse pointer must be inside the red
highlighted section but also inside the circumference of the knob (as
outlined in yellow). Note: to change the decimal portion of the number group, toggle the
BFO button on the unit.
ADF VERSUS ANTENNA MODES
The ADF also features an antenna mode which is engaged by toggling the ADF button on
the unit. The antenna mode of operation does not allow the course needle on the RMI to point
to the station. This can be used when the pilot desires to tune the frequency but disable the
navigation feature on the RMI.
FLIGHT TIMER AND STOPWATCH MODES
The unit integrates a combination flight timer and stopwatch feature. These features are
displayed by toggling the AT/ET button on the unit. Toggling once displays the flight time and
twice displays the stopwatch. Further toggles of the AT/ET button will simply cycle between
the flight timer and stopwatch. The stopwatch can be hacked back to zero time by toggling the
SET/RST button on the unit. To make the flight timer and stopwatch display disappear, the
pilot toggles the sideways arrow button.

[94]
BENDIX-KING AUTOPILOT (KAP-140)

The MilViz C-310R features a Bendix-King system 140 Autopilot (KAP-140) integrated with the
HSI. The autopilots function will be explained herein.
MASTER AUTOPILOT POWER
The autopilot is powered when the avionics master switch is turned on. However, the
functionality of the autopilot is now engaged until the pilot toggles the AP button on the
lower-left side of the unit. To disengage the autopilots functions, the pilot toggles the AP
button a second time (Note: the pilot will hear a warning tone any time the autopilot is toggled
off deliberately or if autopilot functionality is deemed unreliable.
ALTITUDE CONTROL
The autopilot features a three axis capability with altitude pre-command. This allows the pilot
to not only hold a given altitude, but also to pre-select a desired altitude and then command
the aircraft to climb or descend to that chosen altitude on a pre-set rate. To change altitudes
using a pre-selection, the pilot simply inputs the desired altitude and desired rate of
climb/descent (see ALTITUDE INPUT KNOB and VVI SELECTION sections). To engage the chosen
climb or descent, the pilot simply toggles the ALT button on the lower-right row of main
buttons on the unit.
Note: When using altitude pre-selection mode, the pilot will receive a visual warning in the
autopilot display when the aircraft has reached within 1,000 feet of the commanded altitude,
disappears when the aircraft has reached within 200 feet of the commanded altitude, and this
displays temporarily when the altitude is reached.

[95]
WARNING: The pilot must be very careful that before he toggles the ALT button that the
desired altitude and climb/descent VVI rate are safe for surrounding terrain and aircraft
performance capabilities. Failure to adhere to this warning could lead to catastrophic loss of
aircraft and death of all personnel onboard.
ALTITUDE HOLD MODE
In addition to pre-selection, the pilot may manually climb to a chosen altitude, ensure the VVI is
zerod out, and toggle the ALT button to maintain his current altitude. WARNING: If the pilot
fails to ensure the VVI selection is zerod out and toggles the ALT button, then the aircraft may
immediately climb or descend.
ALTITUDE INPUT KNOB
The altitude input knob is the large circular knob located on the lower-right corner of the unit.
It is mapped so that if the pilot hovers the mouse pointer overtop of it, he can input a desired
altitude by rotating the mouse wheel. Rotating the mouse wheel forward will increase the
desired altitude and rotating the wheel aft will decrease it. The pilot can also chose to use the
left or right mouse buttons when the pointer is hovered over top the knob. In this case, the left
mouse button will decrease the desired altitude and the right mouse button will increase it.
VVI SELECTION
In addition to setting a desired altitude to climb or descend to, the pilot can also command a
specific climb or descent rate. To input this command the pilot uses the UP and DN buttons
located immediately left of the altitude input knob. When the pilot toggles either of these
buttons the autopilot is automatically put into VVI SELECTION mode and his commanded rate of
climb or descent is displayed in the right half of the display window. Each button push will
change the selected value by 100 feet up or down depending on what button is clicked on.
After a few seconds of time has elapsed without any changes to the VVI selection, the autopilot
automatically returns to the previous mode of operation on the display, normally the
commanded altitude.
To reduce the chosen VVI, the pilot toggles the DN button. To increase the chosen VVI, he
toggles the UP button. A chosen rate of descent will be shown by a negative number in the
VVI display. A chosen rate of climb will be shown by a positive number in the VVI display.
WARNING: Confusing the commanded VVI with the commanded altitude display can lead to
unsafe aircraft climbs or descents. The pilot must be careful that he is correctly setting the
value of the VVI and/or altitude in accordance with safe operating requirements. If the VVI is
set too high, then the aircraft can stall during the climb!
[96]
HEADING MODE
The autopilot features a heading mode of enroute navigation. To select this mode, the pilot
toggles the HDG button when the autopilot function is engaged. When the pilot toggles this
mode, the aircraft will immediately turn to compass heading that is set by the heading bug on
the HSI. When heading mode is engaged, any movement of the heading bug on the HSI will
result in an immediately turn by the aircraft to match.
WARNING: The pilot must ensure that the heading bug is set to a safe compass heading on the
HSI before engaging autopilot heading mode, else the aircraft may turn toward unsafe airspace
or terrain.
NAVIGATION MODE
The autopilot will operate in a navigational mode when the NAV button is toggled. During
this mode of operation the autopilot will command the aircraft to steer in the shortest direction
to the chosen method of enroute navigation. If the pilot has selected GPS mode on the NAV1
system, then the aircraft will fly the flightplan currently loaded into the GPS unit. If the pilot
has selected VLOC on either the NAV1 or NAV2 systems, then the aircraft will steer in the
shortest direction to center the localizer bar on the HSI if a reliable signal is received from the
VOR which the pilot has tuned.
WARNING: In navigation mode, the pilot must ensure that he first has either a safe GPS route
loaded into his NAV1 or has properly tuned and identified a working NAVAID in either NAV1 or
NAV2.
For navigation using a NAVAID, the pilot must first tune and identify the chosen NAVAID and
ensure that he has selected the proper HSI input using the NAV1/NAV2 button on the bottom
of the HSI instrument. Failure to do this could cause the aircraft to turn in an unpredictable
direction.
For navigation using a GPS, the pilot must have either loaded a flightplan into his NAV1 system
or chosen a direct steering waypoint in his NAV1 system. The autopilot is not linked to the
NAV2 system for GPS navigation. Failure to ensure this may cause the aircraft to turn in an
unpredictable direction.
APPROACH MODE
The autopilot will engage a more sensitive level of course guidance when the pilot toggles the
APR button. Further, if the pilot has tuned a functional NAVAID with glideslope inputs,
toggling the APR button will bring up the glideslope bar on the HSI and facilitate both localizer
and glideslope autopilot inputs.
[97]
If the NAV1 system is set to GPS mode, then the autopilot will take its instrument approach
steering inputs from the GPS approach loaded into the flightplan. Sensitive steering and/or
glideslope features will not engage until the aircraft is steering to a point loaded as part of the
instrument approach procedure.
If the NAV1 system is set to VLOC mode, then the autopilot will take its instrument steering
inputs from the NAVAID that the pilot has tuned in to using the communication frequency
setting on the NAV1 radio.
Note: The NAV2 radio can only be used in VLOC mode and only then when the pilot has
selected the NAV2 input on the HSI.
BACKCOURSE LOCALIZER MODE
Some instrument approaches specify use of what is termed a backcourse localizer approach.
For this type of approach, the pilot is intending to use a localizer for a runway 180 degrees
opposite of his desire course on final. For example, he tunes a localizer normally used for
runway 27 but is intending instead to fly a final approach course of 090 to land on the opposite
(western) end of the runway.
To facilitate this option, the pilot first tunes the appropriate NAVAID and identifies its
functionality. Then, the pilot dials in the desired course on final in his HSI and toggles the REV
button on the bottom row of main menu buttons. This will command the autopilot to reverse
the normal HSI course deviation inputs. This means that the HSI will display course error left or
right relative to the reverse course the pilot is flying.

[98]
EXAMPLES OF ENROUTE NAVIGATION PRINCIPLES
Manual GPS Course Capture Using Heading/Course Knobs

1. While flying HDG Mode on a heading of 010, a GPS waypoint is established. A 30 intercept
is desired.

2. Continuing HDG Mode on 010, GPS data is selected and the G1000 OBS is set to 040.
While HDG is annunciated, move the heading bug to the desired course of 040 and a right turn
is initiated by the autopilot.

3. When the Pilot controlled capture point is reached, the Pilot presses the NAV button and
NAV is annunciated.

4. The turn is complete, HDG is extinguished and NAV is Annunciated. The autopilot is tracking
the GPS course in NAV Mode.
[99]
Front Course ILS Approach Using Heading/Course Knobs

1. Approaching on HDG 103, APR button is selected and APR coupling occurs (HDG
annunciation changes to APR), and the glideslope mode is automatically armed. The autopilot
will capture the localizer and the CDI course index will center.

2. The autopilot is following the localizer. At the outer marker, the glideslope deviation needle
is at midscale. Altitude hold is automatically disengaged when the glideslope is captured. The
ALT annunciator extinguishes and GS is displayed. The autopilot will make pitch and bank
changes as necessary to maintain localizer and glideslope;

3. At the middle marker, the pilot disengages the autopilot with the button on the control
wheel.
This cancels all operating modes. The flashing AP annunciation is displayed and a disconnect
tone will sound.

4. The pilot initiates the missed approach and stabilizes the aircraft in the climb. The heading
bug is set to the missed approach heading of 090. By depressing the HDG button on the
[100]
KAP 140, the autopilot engages into the heading mode, commencing a right turn to a heading
of 090. To initiate the required climb, the pilot must depress the ALT button and confirm the
proper VVI and altitude value is entered.
LIMITATIONS
Note: The functions of the ARM and VS buttons are not modeled on this KAP-140
autopilot.
The information written for the function of this autopilot is merely for the virtual KAP-140 as
modeled for the MilViz Cessna 310R. It is not safe to use this information in any real-world
aviation academics or actual flying operations.

[101]
THROTTLE QUADRANT

The throttle quadrant modeled for the MilViz Cessna 310R is as realistic as is practical for
operations with FSX. Certain modifications and additions were made to allow for user-friendly
functionality within the limitations of programming, pilot access, and performance.
The quadrant consists of two major sections, the top consisting of the two throttle levers,
propeller condition levers, and fuel mixture levers and also the bottom section, called the
pedestal which contains the trim wheels for roll and yaw control.

[102]

THROTTLE QUADRANT TOP
The throttle levers are on the left side on the quadrant top, the prop condition levers in the
center, and the mixture levers on the right. The throttles
have black round knobs, the prop levers have black
rectangular knobs with ridges, and the mixture levers have
red circular knobs with ridges. This arrangement in the
actual aircraft allows for both visual and tactile recognition
of the levers to help avoid undesired engine settings. Of
course, unless you have a throttle quadrant controller, you
cannot benefit from the tactile feedback. But you should
ensure you match the orientation of the levers on the
virtual aircraft with whatever controller you are physically
using.
The throttles control amount of opening in the throttle wastegate. With the throttle fully
forward (full open) the wastegate is 100% opened, allowing maximum manifold air pressure to
be sucked by the engine. When the throttle is moved aft, the throttle wastegate is closed until
at minimum setting (closed throttle) the wastegate is shut as tight as possible, which restricts
the airflow to the engines, resulting is the lowest possible manifold pressure. The throttle
wastegate cannot be physically closed entirely, and should normally be advanced about one
inch past the fully closed position when starting the engines.
The propeller condition levers control the amount of blade angle commanded to the propeller
governors. Using oil pressure, the governor responds to movements in the prop condition
levers and set that blade angle to achieve a fixed RPM setting. Then, the governor makes
automatic small corrections to blade angle to maintain that constant RPM setting during ever
changing conditions of flight.
The mixture levers control how much fuel is sent to the fuel injectors and is used by the pilot to
adjust the fuel quantity so that as the aircraft climbs or descends, the optimal ratio of fuel to air
is maintained. Only at the optimal ratio is best possible quality of fuel ignition in the pistons
maintained. As the plane climbs, the air gets thinner, which requires reducing fuel flow to the
injectors (called leaning the mixture). As the plane descends, the air gets thicker, which
requires increasing the fuel flow (called enriching the mixture). To lean the mixture, rotate the
mixture lever aft. To enrichen the mixture, rotate the lever forward.

[103]
THROTTLE QUADRANT PEDESTAL
The pedestal houses the trim wheels. On the left side is located the elevator trim wheel. On
the bottom aft side is located the trim wheels for controlling yaw and roll. There is a template
for the elevator trim that allows the pilot to accurately set takeoff trim
and the pilot sets the trim referencing that template and a small
indicator stick.

For the yaw and roll trim, there are white dots that move
as the trim wheels are rotated left or right. As shown in
the templates, the nose (yaw) trim is on the upper portion
of the pedestal and the roll trim is on the lower section.
These two trim values should be set and maintained for
takeoff and cruise operations with both engines operating
in symmetry. They will need to be adjusted for any single
engine operations.

[104]
FEATHERING OPERATIONS
The reason why it is vital to feather the propellers for a dead engine is that if you fail to do this,
the propeller will continue to rotate without any engine power to drive thrust. When this
happens, the rotating propeller adds significant drag because of a aerodynamic force called
induced drag. Essentially, each propeller blade is a very small wing and when the prop rotates
around, it cuts into the air, which produces lift in the horizontal direction (if the engine is
powering it) and that is called thrust. However, the prop also creates a smaller amount of
induced drag as it slices through the air. If the engine is dead, then you get none of the
beneficial thrust, but all of the negative induced drag!
So, to eliminate the induced drag, you have to stop the propeller rotation (called windmilling).
To accomplish this, you feather the propeller by pulling the prop condition lever full aft into the
feathered position. This causes the blade to rotate to a fully course setting, which reduces the
aerodynamic force of the passing air so that the propeller no longer windmills.
Due to software limitations in FSX, there is no way to directly model proper feathering using
merely the prop condition levers. A third-party utility named FSUIPC can correct this limitation
by allowing the user to map specific areas of the prop condition levers for maximum RPM,
minimum RPM, and feathered positions. However, the MilViz design group did not want to rely
upon a third party application which the customer may not have purchased.
So, a different method was developed which again strives for the most realistic methods
possible. The prop condition levers are mapped for use with a
throttle controller to only allow minimum and maximum RPM
settings. Therefore, when using a controller and moving it fully aft,
you will see the prop condition lever traveled aft only to what is
labeled the DEC position on the throttle quadrants template,
which is minimum RPMs. This setting is not, however, far enough
aft to prevent windmilling. So, we must get the prop blade further coarse by moving the prop
condition lever further aft to the FTH or feathered position.

[105]

To put the condition lever into the feathered position, you must hover the mouse pointer over
the aft third of the prop condition lever knob for the propeller you wish to feather. When you
are hovered over that position, you right click the mouse.
This will immediately cause the prop condition lever to
move fully aft into the feathered position on the virtual
throttle quadrant and more importantly, the propeller
blades for that engine will go to the feathered position,
allowing the blades to stand tall. You should shutdown
the engine by moving the associated mixture lever to the
full lean cut-off position to shut down the engine.

Here is another graphic which precisely shows the
mapped area you hover the mouse pointer over and
right click to feather. Again, when you have the mouse
pointer hovering over the
area highlighted in red, you
then perform a right mouse
button click, which sends the
prop condition lever into the
fully feathered postion (as shown in the graphic immediately to the right).

Note: If you are using mouse controls to move the throttle, prop condition, and mixture levers vice a
physical throttle quadrant controller, then the same actions apply except you use the left mouse button
to slide the various levers forward and aft, as desired. You will still need to right click the aft section of
the prop condition lever to feather it.
In addition, the pilot may simultaneously throw both prop condition levers into feather. To do this, line
up both prop condition levers so that the knobs are side-by-side. Then, right mouse click the right half
of the previously referenced mapped location on the left prop lever. WARNING: the pilot must ensure
he does not inadvertantly click this area or else both engines will be lost.

[106]
EXAMPLE OF A FEATHERING OPERATION (LEFT ENGINE)
To help the pilot understand the process, here are a series of steps, with illustrations and
written descriptions for how to feather the left engine:
1. Identify the problem engine by noting which foot is actively pressing which rudder pedal to
maintain zero yaw (in this case the right rudder pedal because it is the left engine that is dead).
The dead engine is the one for which the pilot does not need his foot on the rudder pedal.
This is called IDENTIFY DEAD ENGINE.
2. Verify the problem engine by moving the associated throttle lever fully aft to close the
throttle wastegate. Listen for no audible reduction in engine power (to ensure the dead engine
is indeed, in this case, the left engine). This is called VERIFY DEAD ENGINE.
3. Feather the dead engine by pulling the left prop condition lever fully aft using your physical
throttle controller (the item with you actual hands on it). This will only move the virtual prop
condition lever to minimum RPM (not feather). To feather, you visually align the mouse pointer
over the after third of the associated prop condition lever knob and right mouse click. This
should immediately drop the left condition lever full aft into the feathered position. This is
called FEATHER DEAD ENGINE.
4. Pull the mixture lever for the left engine aft to the idle cut-off setting to fuel starve the
engine and force it to shutdown. If the engine already shut itself down, then still perform this
step because you may need to starve any fuel flow to that engine to minimize chances for a
fire. This is called SHUTDOWN DEAD ENGINE.
Note: Even those these procedures are taught for actual pilots in real-world aviation, it is
important to know that techniques and procedures for real-world flying are only learned under
the tutelage of a certified flight instructor. Nothing written in this virtual manual is intended as
a substitute for real-world flight training.
MIXTURE LEVERS
The actual C-310R incorporates a ratcheting sound that cannot be replicated in the MilViz
Cessna 310R due to code limitations in FSX. Therefore, due to the absence of both this unique
sound plus the lack of the tactile feedback gearing, it is imperative that during an emergency
situation the pilot perform a careful visual check to ensure the correct mixture lever is
manipulated. This is especially true if the pilot is not using a throttle quadrant controller.

[107]
FUEL SYSTEMS
This section discusses fuel management and fuel systems operation for the MilViz Cessna 310R.
While many of the principles discussed here are based upon actual fuel management for actual
Cessna 310Rs, these procedures are intended for the virtual FSX aircraft only.
The MilViz aircraft has been modeled to obtain the maximum degree of fidelity that is possible
within the limits of FSX software. This virtual aircraft models the actual fuel tanks and
operations of a real Cessna 310R with the optional extended range auxiliary fuel tanks. This
means this virtual aircraft has two main fuel tanks of 50 useable gallons each. These main tanks
are often referred to as wingtip or tip tanks.
In addition, this virtual aircraft has two auxiliary fuel tanks with 31.5 useable gallons capacity
each.
This gives the pilot a total of 163 useable gallons of fuel in all four available fuel tanks.
The virtual aircraft features a full realistic fuel cog station located on the floorboard
immediately aft of the throttle quadrant pedestal. There are two cogs, one for each engine.
The left cog controls fuel flow to the left engine and the right cog performs the same functions
for the right engine.
The template is color-coded and illuminated by backlighting at night, to help the pilot select the
proper fuel flow option. The cogs are dart-shaped, with the pointy end of the cog matching
up with the template for the fuel tank feeding the
associated engine.
For example, in the graphic immediately to the right, the
left and right engine fuel cogs are both selected to the
main tanks on the associated wings. Meaning, the left
fuel cog is feeding fuel from the left main fuel tank to the
left engine. The normal (associated) main fuel tank
positions are color coded light blue on the template. The
off position cuts off all fuel flow to the associated engine,
and is color coded in red. To feed fuel from the associated auxiliary fuel tank, you position the
fuel cog over top the yellow-blue hatched section of the template. Finally, you can cross-feed
fuel from the opposite main fuel tank. For example, using the left fuel cog, you could rotate it
to the 3-oclock position (the solid yellow area of the template) and feed the left engine fuel
from the right side main fuel tank.

[108]
The graphic immediately below shows the detailed template markings for the left and right fuel
cogs.

Note: the fuel cogs rotate in different directions. Pay particular attention to the fuel cog you
are selecting. To rotate the cogs, you hover the mouse pointer over the desired cog and
precisely follow the steps listed below:
For the LEFT ENGINE COG ONLY, to rotate the fuel cog clockwise, you RIGHT click the mouse
button, and to rotate the fuel cog counter-clockwise, you LEFT click the mouse button.
For the RIGHT ENGINE COG ONLY, to rotate the cog clockwise, you click the LEFT mouse
button, and to rotate counter-clockwise you click the RIGHT mouse button.
WARNING: Failure to properly rotate the cogs may result in inadvertent fuel starvation to the
associated engine, resulting in unintended engine failure!
Proper procedure specifies that before you change fuel sources to the engine, you first engage
the low power fuel pump, and manually check to ensure a recorded fuel quantity by toggling
the fuel switch below the fuel quantity gauges (explained in detail later in this section). Note:
to substitute for the mechanical detent feel in the real aircraft (cannot be replicated in FSX)
you instead hear a click sound each time a fuel cog is rotated to a new position.
Note: when you rotate the fuel cog the quantity of fuel displayed on the fuel gauge changes to
show the amount of fuel in the selected tank.

[109]
FUEL GAUGE OPERATION
The MilViz C-310R uses a realistic model of the actual fuel
gauge on the Cessna 310R. Therefore, it is important that
you understand the operation of the fuel gauge.
The gauge features three important features: integrated left
and right fuel tank quantity readout, a press-to-test cat eye
light that illuminates whenever the pilot manually has
selected the associated auxiliary fuel tank with the fuel cogs,
and a quantity select switch. Each of these three functions
will now be explained in detail.
The fuel quantity meters are for the left and right wing fuel
systems. The meter on the left side can read the fuel
quantity in either the left main or left auxiliary fuel tanks. The template numbers in white are
in pounds and the numbers in blue are in gallons of fuel remaining. In the example graphic
above, the main fuel tanks are showing 38 gallons each.
The fuel quantity switch below the meters is a three-position switch, spring loaded to remain in
the center position. The center position displays the fuel quantity of the tank currently selected
to feed the associated engine using the fuel cogs. However, the pilot can press the switch
upward to temporarily read the fuel quantity in the associated main fuel tanks, or press the
switch downward to temporarily read the fuel quantity in the associated auxiliary fuel tanks.
To rotate the switch up, the pilot hovers the mouse pointer overtop, and clicks the left mouse
button. To rotate the switch down, the pilot hovers the mouse pointer overtop, and click the
right mouse button. Again, whenever the pilot releases the switch, it should return to the
center position. Note: sometimes for the MilViz aircraft, the switch may stick in the up or
down position. If this happens, then the pilot should manually click the switch back to the
centered position so he can reference the fuel quantity in the selected tank feeding the
engines.
The gauge also features a left hand and right hand auxiliary fuel select light. These are
illuminated whenever the pilot has selected the auxiliary fuel tank to feed the associated
engine. Again, the pilot selects the aux tanks using the fuel cogs.

[110]

FUEL QUANTITY LOW LIGHTS
The final feature of the fuel systems are two press-
to-test cat eye lights that illuminate whenever the
selected fuel tank quantity is low. These lights are
located directly underneath the autopilot.

[111]
MISCELLANEOUS SYSTEMS AND DESCRIPTIONS
This section discusses systems not previously addressed in Section 7. It also provides general
considerations that apply across a wide range of systems.
MAIN EXIT & DOORS
The MilViz Cessna 310R features several functional doors. In addition to the main exit door, the
aircraft also models a functional main baggage door and left and right wing lockers. To activate
the main door, the pilot can perform a left mouse click overtop the door lever. He can also map
the door open command to an available controller button or use the keyboard. By adding
Shift-2 to the command and operate the baggage door. By adding Shift-3 and Shift-4 the
pilot can operate the two wing locker doors. The MilViz C-310R does not model the operation
of the nose baggage door and compartment.
DOOR SEAL OPERATION
The MilViz C-310R models the authentic operation of
the inflatable main door seal. In the upper right hand
corner of the co-pilot panel is the switch to inflate the
door seal.
To inflate the seal, hover the mouse point over the
switch and then click the left mouse button to flip the switch into the
up position. There is an associated sound that is a digital recording of the actual C-310R door
inflation operation. Also, to deflate the seal, toggle the switch into the down position. A sound
of the deflation will likewise be played.
SUBSTITUTION OF MOUSE WHEEL
Frequently, the pilot can elect to substitute a press of the mouse wheel button in lieu of a left
mouse button click.

[112]
TOGGLING THE YOKE ON/OFF IN THE VIRTUAL COCKPIT
Sometimes the pilot may have the yoke in the virtual cockpit
obscure certain switches, especially those on the lower pilot console
such as the master battery and alternator switches. To alleviate
that problem, the pilot can hover the mouse pointer over the base
of the panel area where the yokes shaft intersects the panel (see
the red highlighted area in the graphic immediately to the right),
and perform a left mouse button click to make the yoke disappear.
To make the yoke reappear, the pilot simply hovers the mouse
pointer at the same location, and perform another left mouse click
button operation.

OPTIONAL SEAT PERSPECTIVES
In the virtual 3D cockpit, you have several different perspectives available in addition to the
default pilot seat. You can also select the co-pilots perspective as well as sitting in the middle
left seat to experience the perspective of a passenger! Also, you have perspectives that center
up the pilots lower switch panel under the yoke plus also another perspective that will center
on the two fuel cogs. All of these visual perspective options can be assessed by performing a
right mouse click on the metal portion of the panel and then hovering over the cockpit option
in the FSX menu bar. Once this is done, the various perspective options appear and you can
select your choice with a left mouse click.
You can also select the 2D panel and its various sub-menus by the same method. Finally, you
can use the Shift-1 through Shift-7 keyboard commands to toggle on and off the various 2D
panel sub-menus. These various sub-panel windows appear in either the 2D panel or the virtual
cockpit.
[113]
2D PANEL CLICK SPOTS & ALTERNATE PANELS
The MilViz Cessna 310R has two versions of the panel supported in this POH. Those are a 3D
virtual cockpit and a 2D panel for those who prefer it. The 2D panel functions the same as the
3D virtual cockpit with the exception of additional click spots. Those spots will be covered now.
There are a total of four click spots on the 2D panel. This image below shows all four:

YOKE CLICK SPOTS
The base of the yoke in the 2D panel features two click spots. On the upper half of the base,
you can click to bring up the engine start sub-panel,
featuring the master battery switch, magnetos, fuel
pumps, fuel primers, and starter switches.

[114]
THROTTLE QUADRANT & FUEL SELECTOR CLICK SPOT
In the lower section below the right avionics stack is located a click spot that will bring up the
throttle quadrant. This is useful for feathering
operations, trim, and fuel tank selections.

CO-PILOTS PANEL CLICK SPOT
Along the upper right half of the pilots glareshield is located a large click spot that will bring up
the co-pilots 2D panel overtop the section normally allocated to the radio stack. To bring back
the radio stack, the pilot performs another click in the same highlighted area. This is useful to
quickly toggle back and forth to check engine instruments, including the fuel quantity gauges,
as well as toggle the door seal on or off.

[115]
PREFLIGHT UTILITY
The MilViz C-310R features a utility that allows
the pilot to toggle on/off the pilot (exterior
views only), chocks, and inlet plugs and pitot
tube covers. You can access the Preflight
Utility by either selecting Shift-7 on your
keyboard, or by right clicking the virtual
cockpit panel to then select the Cockpit
option.
The utility features three selectable lights. By
hovering the mouse arrow over and clicking the left mouse button, the pilot may toggle the
lights off (red) or on (green). To show the
pilot, the green light is toggled. To remove
the chocks and plugs/covers, you toggle the
green light. In short, to fly, you green up!

[116]
CREDITS & DISCLAIMER INFORMATION
Development Team

Bill Leaming Code, Gauges, Materials, and Sound
Bernt Stolle Flight Modeling and Dynamics
Turbine Sound Studios -- Soundset
Ken Stallings Manual Writing, Lead Beta Tester, and Sound Recordings
Glenn Davy Sound and Beta Tester
Kevin Miler Modeling, UVs, and Paint
Dmitrily Usatiy Paint
Gunnar van der Meeren -- Paint
Colin Pearson Owner/Operator, Military Visualizations

Beta Test Team
Tom Falley
Steve Jordan
Don Moser

This product would not have been possible without the extremely generous assistance of Ken
Stallings. He has gone out of his way to not only ensure that this plane is as accurate as it can
be given FSXs limitations, he wrote the whole manual!!!! He also kept the whole group on
track in terms of a positive attitude and a gentlemanly manner. Many thanks Ken! We couldnt
have done it without you! Colin Pearson.

Disclaimer
Note: While this POH was designed to strongly replicate the actual Cessna 310R POH, it must be
remembered that this document is intended merely to support virtual flight operations of the MilViz
C-310R in FSX. Nothing written in this document, nor in the modeling and presentation of the MilViz
Cessna 310R, should be used to support actual flight operations or to satisfy formal flight training
without certification by the appropriate national aviation authorities. In addition, while modeling a
Cessna 310R; neither this aircraft nor the manuals are official products of Cessna, Textron, Bendix-King,
or Garmin International.

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MilViz Cessna 310R Pilots Operating Handbook

Version 1.0 23 May 2010

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