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U.S. Configuration
Figure 7-8 (Sheet 13)*
7-68 AA 510FM-05
MODEL 510 SECTION VII - ADVISORY INFORMATION
Configuration U.S.
Figure 7-8 (Sheet 14)*
510FM-05 AA 7-69
SECTION VII - ADVISORY INFORMATION MODEL 510
U.S. Configuration
Figure 7-8 (Sheet 15)*
7-70 AA 510FM-05
MODEL 510 SECTION VII - ADVISORY INFORMATION
Configuration U.S.
Figure 7-9*
510FM-05 AA 7-71
SECTION VII - ADVISORY INFORMATION MODEL 510
U.S. Configuration
Figure 7-10*
7-72 AA 510FM-05
MODEL 510 SECTION VII - ADVISORY INFORMATION
Configuration U.S.
Figure 7-11*
510FM-05 AA 7-73
SECTION VII - ADVISORY INFORMATION MODEL 510
U.S. Configuration
Figure 7-12*
7-74 AA 510FM-05
MODEL 510 SECTION VII - ADVISORY INFORMATION
Configuration U.S.
Figure 7-13*
510FM-05 AA 7-75
SECTION VII - ADVISORY INFORMATION MODEL 510
U.S. Configuration
Figure 7-14*
7-76 AA 510FM-05
MODEL 510 SECTION VII - ADVISORY INFORMATION
Configuration U.S.
CREW TRAINING REQUIREMENTS
In addition to the minimum crew requirements specified in Section II, Limitations, Cessna
recommends that the pilot in command complete an FAA approved proficiency check as required for
more-than-one-required-pilot operation by FAR 61.58 regardless of whether the airplane is to be
operated by a single required pilot or more than one required pilot.
GROUND DEICE OPERATIONS
During cold weather operations, flight crews are responsible for ensuring the airplane is free of ice
contaminants.
Ground icing may occur whenever there is high humidity with temperatures of +10° or colder. Type I
deice fluid may be used to ensure compliance with FAA regulations (clean wing concept) requiring
critical component airframe deicing. Use of Type II, Type III or Type IV anti-ice fluids is not
recommended.
NOTE
It is recommended that flight crews refamiliarize themselves seasonally with the
following publications for expanded deice procedures:
• Cessna Maintenance Manual Chapter 12.
• FAA Advisory Circular AC 120-58 (large aircraft), dated September 30, 1992 or
later.
• FAA Advisory Circular AC 135-17 (small aircraft), dated December 14, 1994 or
later.
• Cessna Citation Service Letter 510-30-01, dated December 13, 2006 or later.
DEICING PROCEDURES (TYPE 1 FLUID)
ONE STEP DEICING - Type I fluid is used to remove ice, slush and snow from the airplane prior to
departure, and to provide minimal anti-icing protection as provided in the Type I holdover timetable
(refer to applicable service letter).
CAUTION
TYPE I, TYPE II, TYPE III AND TYPE IV FLUIDS ARE NOT COMPATIBLE
AND MAY NOT BE MIXED. ADDITIONALLY, MOST MANUFACTURERS
PROHIBIT MIXING OF BRANDS WITHIN A TYPE.
Line personnel should be supervised by the PIC or SIC to ensure proper application of deice fluids.
Refer to Figure 7-15.
(Continued Next Page)
510FM-06 AA 7-77
SECTION VII - ADVISORY INFORMATION MODEL 510
U.S. Configuration
DEICING PROCEDURES (TYPE 1 FLUID) (Continued)
NOTE
The first area to be deiced should be easily visible from the cabin/cockpit and should
be used to provide a conservative estimate for unseen areas of the airplane before
initiating takeoff roll.
Holdover timetables (refer to applicable service letter) are only estimates and vary depending on
many factors to include temperature, precipitation type, wind and airplane skin temperature.
Holdover times are based on mixture ratio. Times start when the last application begins.
Guidelines for holdover times anticipated by SAE Type I, and ISO Type I, fluid mixtures are a function
of weather conditions and outside air temperature (OAT).
CAUTION
• AIRPLANE OPERATORS ARE SOLELY RESPONSIBLE FOR
ENSURING HOLDOVER TIMETABLES CONTAIN CURRENT DATA.
• TABLES ARE FOR USE IN DEPARTURE PLANNING ONLY AND THEY
SHOULD BE USED IN CONJUNCTION WITH THE PRETAKEOFF
CONTAMINATION CHECK PROCEDURES.
NOTE
• Tables do not apply to other than SAE or ISO Type I FPD fluids.
• The responsibility for the application of this data remains with the user.
• The freezing point of Type I fluid mixture must be at least 10°C (18°F) below the
current OAT.
SPRAYING TECHNIQUE - TYPE I FLUID
Type I fluid should be sprayed on the airplane (with engines off) in a manner which minimizes heat
loss to the air. If possible, fluid should be sprayed in a solid cone pattern of large coarse droplets at a
temperature of 160° to 180°F. The fluid should be sprayed as close as possible to the airplane
surfaces, but not closer than 10 feet if a high pressure nozzle is used. Refer to Figure 7-15 for
　
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