Page 13 - Twin & Turbine May 2017

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May 2017
TWIN & TURBINE • 11
The 501 had dual hydraulic pumps and the associated plumbing to operate the landing gear, speed brakes and thrust reversers. Rather than the more common 5606 uid, it used Skydrol, which is generally used on larger aircraft. We had few hydraulic issues but servicing was time consuming and could only be done by a shop that had a “mule” using the Skydrol. The 510 has electric aps and speed brakes and no thrust reversers (more about that later). For landing gear operation, it uses a small electrically powered hydraulic power pack similar to the one used on Cessna single-engine models like the later model 210.
The new design is dramatically lighter: maximum takeoff weight for the ISP with Sierra mods was 12,499, for the Mustang it's only 8,645. Part of that difference is a result of more ef cient engines that require a much lighter fuel load. Lighter materials, no big hydraulic system and no air cycle machine are all factors that keep the weight down. Being lighter also lowers V speeds. Lower landing speed and better brakes eliminate the need for thrust reversers and all that extra weight they entail.
I mentioned the hodgepodge of avionics that were in the 501. The 510 features the wonderful Garmin G1000 system. It is totally integrated; the airplane was designed around it. Everything works together, and is well suited to the size and speed of the aircraft. Both planes are certi ed for single-pilot operation but the Mustang is much, much easier to y and provides the pilot with a lot more help. The autopilot has worked awlessly for me and ies the airplane much better than I can. For whatever reason, every other plane that I have own put the autopilot controls between the seats on the center pedestal or at the bottom of the instrument panel. In the 510 it is in the middle of the glare shield, easy to see and reach. And eliminating that long pedestal makes getting into the front seats quite easy.
Cessna equipped the Mustang with electric windshields instead of the bleed air system that was used on all of its jets for years. That system worked well, but it was noisy and the duct work added weight. For the Mustang, they added an automatic cycle for the surface deice systems to reduce pilot workload. The pressurization system is controlled by the G1000 and works automatically after the pilot enters the destination eld elevation. The Engine Indicating Crew Alerting System (EICAS) is also part of the G1000 and replaces the troublesome tape gauges in the 501. Dual channel FADEC keeps track of the engines. There was an aft baggage area in the 501 accessible through the cabin that is replaced by a larger ex- ternal space in the 510. It is not pressurized but stays moderately warm in ight. It also provides pilot access to the convenient manual battery disconnect, re extinguisher bottle and electrical junction box.
I loved the Mustang on paper but didn’t expect to have an opportunity to y one. But then another friend decided to upgrade from a Cessna 414 piston twin. I encouraged him to look hard at the 510 and ultimately, he bought one. Most of the time he ies it himself, but occasionally another pilot is needed. Guess what? I’m that pilot. So here I am, Cessna 150 to 510. I was thrilled to be at the controls of the 150, and I feel the same way on every ight in the 510.
Don’t get me wrong, I liked the 501 and it taught me a lot. Having own more than 50 different makes and models from many manufacturers, I can also say the Mustang is one of the best aircraft that I’ve ever encountered. Cessna deserves a lot of credit for getting it right.