Question for all the CFI's...
 

Hey guys, this might be a stupid question and I should probably know the answer, considering I am also a CFI, but I noticed something I have never payed attention too while preflighting our C210 this evening. As I moved the ailerons up and down to check for proper movement, I noticed the rudder moving as well. I then moved the rudder and got simultaneous movement in the ailerons. Is this common in the 210's? or all cessnas? I have never noticed this before. I assume theres a linkage for coordination purposes but I am in no position to be able to explain why. Any takers? I've been out of the civil game for a little while so I haven't been keeping up. I hope this doesn't seem like too much of a stupid question. Thanks!

I know in early model Cirruses the rudder and ailerons are linked, but I didn't know that any Cessna models were like that. I know the 172 definitely isn't.

See if the Systems chapter in the POH has a flight control cable diagram. If it isn't in there let me know, I am friends with some of the original engineers on the 210 and I will ask them about it. I suspect there may be a coupling on certain serials if it was a certification issue for spin recovery. Include the serial number of yours.

I don't know about Cessnas, but my Bonanza has an interconnect type mechanism that connects the ailerons and rudder. It was originally designed to aid you in flying and enable you to say...fly the ILS with only your feet so you will get simultanious bank. It was a ^$#&$% to get used to and it really makes you lazy if you go to a tail-dragger where your feet are ALWAYS moving. When I did my spin training in a Citabria, I was over correcting so bad from chasing the ball I almost got sick. LOL Anyway, I can only asume that the 210 is the same. I have only flown a 210 a couple of times but never noticed the interconnect. It may just not be as pronounced as the Bonanza.

Greg

Thats what I figured as well. I know that the 172 does not have the interconnect but I was wondering why this is the first time I noticed it in the 210. I will check the system chart in the POH to verify but thanks everyone for your input!!

some late 60's and early 70's navajos (might be all, i don't know) i flew for aerial survey seemed to have the same thing. when you were taxiing the yoke moved in the direction of the rudder deflection. never really knew the reason for having such a system. anyone out there know the purpose of these setups?

I think it just makes it easier to coordinate turns. A lot of Citations do the same thing. It is common in some 210 models.

maybe something to do with the auto pilot?

Say what????:confused: Yaw-dampners are an autopilot function.

It's just a rudder interconnect. Tons of aircraft have it, although honestly I'm a skeptic of it's actual benefit. I've flown the c210 once or twice, but honestly can't remember if it does or doesn't have one(assuming yes it is equipped)

As far as fighting adverse yaw, etc... It will only be effective the moment you put the bank in until you neutralize the yoke once bank is established. The worse interconnect I've flown is in the TBM's. I'd love to go in the back and cut those springs, because in a 20-ish kt crosswind, you have to two hand the yoke to fight the cross-controlled forces due to the springs. Really sucks too, because without that, I think it'd be a great cross-wind aircraft.

The 1972 Piper Seneca I that I fly has the aileron-rudder interconnect where the rudder is connected with springs.

The POH states, "it eliminates adverse yaw in turning maneuvers and reduces the amount of coordination required in normal turns."