ESSNA

SE
S MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
"TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHJELD"
lWODEL
414
1973

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS

WORLD'S LARGEST PRO-

OW NE R'S
°," ER ON A1RNCERAL,
MANUAL
SINCE 1956
 PERFORMANCE AND SPECIFICATIONS SERVICING WOU FOUNTEEN

REQUIR EMENTS
GROSS WE10HT
Takeofi . . . 6350 lbs
Landine, . . 6200 lbs
SPEED flEST POWER MIXTURE: FUEL:
. .
. á" AVIATION GRADE -
100/130 MINIMUM (LOW LEAD FUELS ARE
oo 220mph APPROVED FOR USE)
DOO INMDETURE 252mph
RANGE, RCMED CAPACITY EACH MAIN TANK 51 GALLONS
-

Muin niRo nini nded utse

. 644mi CAPACITY EACH AUXILIARY TANK 20, 5 GALLONS -

600 lbs. No Reservo . .

2 4nl r;
(40 GA L OPTION)
strowerano.cooti omi CAPACITY EACH AUXILIARY TANK 32. O GALLONS -

978 Ibs No Reserve .

Smi"
(63 GAL OPTION)
sin'e"s,°r°,","
.
"'s CAPACITY EACH OPTIONAL WING LOCKER TANK 20. 5 GALLONS -

"n,¾°°°"
ENGINE OIL:
40°F.
.

Tswower.92s.ooon "'g AVIATION GRADE -

SAE 50 ABOVE
SAE 10W30 OR SAE 30 BELOW 40°F.
. . . . .

97Mbs, No Reserve , , , 4 79 hr"

Tsunwerat25.coon
1218]bs, NoReserve
. .

.
.

.
.

.
.

.
Usai
97hi
(MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30 IS REC-
OMMENDED FOR IMPROVED STARTING IN COLD WEATHER.
MM ig600Ibs,
NOReservP 7lm, DETERGENT OR DISPERSANT OIL, CONFORMING TO CONTI-
'; NENTAL MOTOR SPECIFICATION MHS-24A MUST BE USED.
10,000ft, 978lbs, NOReserve . . 12 ni¿
CAPACITY OF EACH ENGINE SUMP 13 QUARTS INCLUDING 1 -

niph
10.000 0, 1218 ths. NO Reserve QUART FOR OIL FILTER.
(DO NOT OPERATE ON LESS TRAN 9 QUARTS. TO MINIMIZE
25.0004. 5001bs, NoReseru Unn LOSS OF OIL THROUGH BREATHER, FILL TO 10 QUART LEVEL
FOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EX-
25, 000 fl, 97R lbs, No Rrserve 12 nr
.

TENDED FLIGHT, FILL TO CAPACITY. )

225 mph
25, 000 0, 1218 As, No Rewru 1
. 1,
OIL FILTER E LEMENT -
C294505 -0102

RATE-OF-CLIMil AT SEA LEVEL, 225 mph

Twin Engine 1580fpm ENGINE BREATHER SEPARATOR ELEMENT - 0850694-5
Single Engine 240 (pro
SERVlCECE]LleNG,
30,100FI HYDRAULIC FLUID: MIL-H-5606A
(RED)
Single Engine . . . 11, 350 0
TAKEOFF PERFORMANCE [Takeoff
"indD anneeOverBO-fooÑObstacle
SpePd 105 MPH 1AS) OXYGEN:
LAND1NG PERFORMANCE (Approach Speed 107 MPH TAS 45 Flaps)
di AVIATOR'S BREATHING OXYGEN SPECIFICATION MIL-O-27210 -

Gross Wetght (Landing . 6200 lb, MAXIMUM PRESSURE 1800 PSI (EXCEPT WHEN FILLING)
-

Ground Roll ges [I

EMPTotal D IMce
er 50-foot Obstacle

c°o" oOWANCE
, ,

J¾,
320"¶,
TIRE PRESSURE:
. .
MAIN WHEELS -
62 PSI
c&°acirNG 10.2 lbs/hp
TOTAL
. .

NOSE WHEEL -
40 PSI
Standard . . . . 102 gals
With Amiliary Tanks (40gal usablel
With Amiliary Tanks (63 gal lisablel
. . . . 143 mais
166 gals
VACUUM SYSTEM FILTER:
STANDARD SYSTEM C294501-0103
.

With Aunliary Tanks (63 gal lisahlrl and Wing Locker Tanks . 207 mais ELEMENT -

cAEP CITY TOTAL sig,\'

OPTIONAL SYSTEM C294501-0203
ConHnental ß-Cvhnder Ttirbocharged Fuel Inireted Enginra .
TS1O-520-.!
Sl!P al 2700 Propriler RPM Rnd 36, O MP to 20, 000 fl
raoP INDUCTION AIR FILTER:
Conelanl Full Frathering, Thrnr Elladed 76.5" Diameter 82NC-5 5
SoePd, 3AF32C93M
ELEMENT 9913001-1
-

WINDSHIELD DEICE FLUID:

THIS OWNERS MANUAL COVERS THE OPERATION OF THE 414 AIRCRAFT SERIAL NO. 0351 AND ON ISOPROPYL ALCHOHOL - MIL-F-5566 CAPACAITY -
3. O GALLONS

D993-13-RPC-150-5/85
CONGRATULATIONS.................
Welcome to the ranks of Cessna owners' Your Cessna has been designed and con. (6) Starter Button PRESS. -

structed to give you the most in performance, economy, and comfort. It is our de- (7) Primer Switch ACTIVATE. -

sire that you will find flying it, either for business or pleasure, a pleasant and prof- (8) Starter and Primer Switch RELEASE when engine fires. -

itable experience. (9) Auxiliary Pumps ON. -

(10) Alternator ON. -

ureThis r'sNMmanyualhs been prepc td as a ide to hnela

yoet thCeæmost pleas"
ut (11) Power -
Increase after cylinder head temperature reaches
200°
equipment, operating procedures, and performance; and suggestions for its servicing F.
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 Cessna Dealer Organization backed by the Cessna Service Department NOTE
stands ready to serve you. The following services are offered by most Cessna
Dealers:
If start is unsuccessful, turn inoperative engine
THE CESSNA WARRANTY -
it is designed to provide you with the most compre_ magneto switches OFF, retard mixture to IDLE
hensive coverage possible: CUT-OFF, open throttle fully, and engage starter
for several revolutions. Then repeat air-start
a. No exclusions procedures.
b. . Coverage includes parts and labor
c. Available at Cessna.Dealers worldwide
d. Best in the industry
AIRCRAFT WITH OPTIONAL PROPELLER UNFEATHERING
specificbenefits a d provisio h arranty plus other importan ene o
SYSTEM I N 5 T A LLED
craft. Warranty service is available to you at any authorized Cessna Dealer
throughout the world upon presentation of your Customer Care Card which estab- (1) Fuel Selector MAIN TANK (feel for detent).
-

lishes your eligibility under the warranty. (2) Magneto Switches ON. -

(3) Throttle FORWARD approximately one inch.

-

FACTORY TRAINED PERSONNEL to provide you with courteous expert service.

(4) Mixture FULL RICH.
-

FACTORY APPROVED SERVICE EQUIPMENT to provide you with the most effi- (5) Propeller FULL FORWARD.
-

cient and accurate workmanship possible.

A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them.
NOTE
THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIR-
CRAFT, since Cessna Dealers have all of the Service Manuals and Parts Catalogs,
kept current by Service Letters and Service News Letters, published by Cessna The propeller will automatically windmill when the
Aircraft Company. propeller lever is moved out of the FEATHER
position.
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.

A current Cessna Dealer Directory accompanies your new aircraft. The Directory
is revised frequently, and a current copy can be obtained from your Cessna Dealer.
Make your Directory one of your cross-country flight planning aids; a warm welcome (6) Propeller -
RETARD to detent when propeller reaches 1000
awaits you at every Cessna Dealer. RPM.
(7) Auxiliary Pumps -
ON.
(8) Alternator ON.
-

i
3-9
 Maximum height of aircraft with
nose gear depressed is 12' 0".
(9) Power -
Increase after cylinder head temperature reaches
200°F. .
1r 10"

MAXIMUM GLIDE
In the
event of a double-engine failure condition, maximum gliding dis- 10' 5"
tance can be obtained by feathering both propellers, and maintaining ap- 33'

proximately 130 MPH IAS with landing gear and wing flaps up. Refer to ' 39.11
the Maximum Glide Diagram, Figure 3-4, for maximum glide data.

GLIDE

LANDING GEAR UP
FËATHERED PROPELI RS
co,ooo 2EROWIND
BEST GIJDE SPEED (MPH)

sooo
PRINCIPAL
6350 Isa

- 5300 125
DIMENSIONS

SINGLE ENGINE APPROACH AND LANDING

(1) Mixture RICH.
-
FULL
(2) PropellerFULL FORWARD.
-

(3) Approach at 117 MPH IAS with excessive altitude.

(4) Landing Gear DOWN when within gliding distance
-

of field.
(5) Wing Flaps DOWN when landing is assured
-

ii
3-10
 TABLE OF CONTENTS
(6) Decrease speed below 107 MPH IAS only if landing is assured.
FOURFOUWEN
(7) Minimum Single-Engine Control Speed 97 MPH IAS. -

FORCED LANDING
Page (Precautionary Landing With Power)
15°
(1) Drag over selected field with flaps and 120 MPH IAS air-
speed, noting type of terrain and obstructions.
(2) Plan a wheels-down landing if surface is smooth and hard.
SECTION I -
OPERATING CHECKLIST ----- 1-1 (3) Execute a normal landing, keeping nosewheel off ground until
speed is decreased.
(4) If terrain is rough or soft, plan a wheels-up landing as follows:
SECTION II -
DESCRIPTION AND (a) select a smooth grass covered runway, if possible.
(b) Landing Gear Switch UP. -

OPERATING DETAILS ------- 2-1 (c) Approach at 120 MPH IAS with flaps down only
15°.
(d) Cabin Vent Control DUMP (RAM).
-

(e) All Switches Except Magneto Switches OFF. -

SECTION III -
EMERGENCY PROCEDURES -- 3-1 (f) Escape Hatch -
REMOVE.
(g) Magneto Switches -
OFF.
(h) Mixtures -
IDLE CUT-OFF.
SECTION IV -
OPERATING LIMITATIONS -- 4-1 (i) Fue18electors-OFF.
(j) Land in a slightly tail-low attitude.

SECTION V -
CARE OF THE AIRCRAFT --·-- 5-1
OWNER FOLLOW-UP SYSTEM ---- 5-6 NOTE

The aircraft will slide straight ahead about BOOfeet

SECTION VI -
OPERATIONAL DATA ----- 6-1 onsmoothsodwithverylittledamage.

SECTION VII -
OPTIONAL SYSTEMS ---·--
7-1
FORCED LANDING
ALPHABETICAL INDEX ------------
Inclex -
1 (Complete Power Loss)
(1) Mixtures -
IDLE CUT-OFF.
(2) Propellers FEATHER.
-

(3) Fuel Selectors OFF.

-

(4) All Switches Except Battery Switch -

OFF.
(5) Approach at 120 MPH IAS.

3-11
 INSTRUMENT PANEL
(6) If field is smooth and hard, plan a landing as follows: 1 2 3 4 5 6 7
Landing Gear DOWN within glide distance of field.
8 9 10 11
(a) -

(b) Wing Flaps EXTEND as necessary

-
when within glide dis-
tance of field.
(c) Battery Switch OFF. -

(d) Escape Hatch REMOVE. --

(e) Make a normal landing, keeping nosewheel off the ground

as long as practical.
(7) If field is rough or soft, plan a wheels-up landing as follows:
(a) Select a smooth, grass-covered runway if possible.
(b) Landing Gear UP. -

(c) Approach at 120 MPH IAS with flaps down only 15°.
(d) Battery Switch OFF. -

(e) Escape Hatch REMOVE. -

(f) Land in a slightly tail-low attitude. 2) 20

24
GO-AROUND (Single-Engine) 26 25 15
17 18

(1) If absolutely necessary and speed is above 105 MPH IAS, in-
crease engine speed to 2700 RPM and apply full throttle.
(2) Landing Gear UP. -

0°
(3) Reduce flap setting to (if extended). 1. CCATOR BEACON (OPTIONAL) 13. FLAP POSITION SWITCH
(4) Cowl Flaps OPEN'
-

2. ANNUNCIATOR PANEL , 14. LIGHT DIMMING CONTROLS

(5) Climb at 119 MPH IAS (112 MPH with obstacles directly ahead)' 3. FLiGHT INSTRUMENT GROUP 15. AUTOPILOT CÒNTROL HEAD (OPTIONAL)
(6) Trim aircraft for single-engine climb. 4 FLIGHT DIRECTOR ADI (OPTIONAL) 16. RUDDER TRIM CONTROL
5. FLIGHTDIRECTORHSI (OPTIONAL) 17. AILERON TRIM CONTROL
SYSTEM EMERGENCY PROCEDURES 6. AVIONICS CONTROL PANEL (OPTIONAL) 18. ELEVATOR fRIM CONTROL
7. PROPELLER SYNCHRONIZER SWITCH 19. OXYGEN CONTROL
(OPTIONAL) 20. LANDING GEAR POSITION SWITCH
FUEL SYSTEM 8. ENGINE INSTRUMENT GROUP 21. FLIGHT DIRECTOR MODE SELECTOR
9. FUEL ONUAANTITYSELECTOR SWITCH NNATE
E.NGINE -DRIVEN FUEL PUMP FAILURE
22. TE AIR CONTROLS
10. ECONOMY MIXTURE INDICÁTOR 23. CABIN PRESSURIZATION CONTROLS AND
(1) Fuel Selector MAIN TANK (feel for detent)*
-

(OPTIONAL) INDICATORS
(2) Auxiliary Fuel Pump ON• -

11. RIGHT-HAND FLIGHT INSTRUMENTGROUP 24. HEAT EXCHANGER SHUTOFF CONTROLS

(3) Cowl Flap -

OPEN° (OPTIONAL) 25. OXYGEN CYLINDER PRESSURE GAGE

(4) Mixture -
FULL RICH' 12. HEATER AND CABIN AIR CONTROL 26. SWITCH AND CIRCUIT BREAKER CONSOLE
(5) As Soonas Practical- LAND* PANEL

iv

3-12
 engine-driveNnOTeEl

If both an pump and an auxiliary

fuel pump fail on the same side of the aircraft, the
OPERATING CHECKLIST failing engine cannot be supplied with fuel from the
opposite MAIN TANK since that auxiliary fuel pump
will operate on the low pressure setting as long as
the corresponding engine-driven fuel pump is opera-
tive.

One of the first steps in obtaining the utmost performance, service,

and flying enjoyment from your Cessna Model 414 is to familiarize your-
self with your aircraft's equipment, systems, and controls. This can ELECTRICAL SYSTEM
best be done by reviewing this equipment while sitting in the aircraft.
Those items whose function and operation are not obvious are covered in ALT ERN ATOR FAILURE (single)
section II.
(indicated by illumination of failure light)
Section I lists, in Pilot's Checklist Form, the steps necessary to oper-
ate your aircraft efficiently and safely. It covers briefly all the points (1) Electrical Load -

REDUCE,
that you should know concerning the information you need for a typical (2) If circuit breaker is tripped.
flight. (a) Shut off affected alternator.
(b) Reset affected alternator circuit breaker.
The flight and operational characteristics of your aircraft are normal (c) Turn on affected alternator switch.
in all respects. All controls respond in the normal way within the entire (d) If circuit breaker reopens, turn off alternator.
range of operation. (3) If circuit breaker does not trip.
(a) Select affected alternator on voltammeter and monitor out-
MAKE A PREFLIGHT INSPECTION IN ACCORDANCE WITH FIGURE 1-1. Put.
(b) If output is normal and failure light remains on, disregard
fail indication and have indicator checked after landing.
BEFORE ST ARTIN G THE ENGINES (c) If output is insufficient, turn off alternator and reduce elec-
trical load capacity.
(1) Preflight Inspection COMPLETE. - (d) If complete loss of alternator output occurs, check field
(2) Cabin Door Safety LATCHED: -
Safety Pin INSTALLED. - fuse and replace if necessary. Spare fuses are located on the
(3) Control Lock(s) REMOVE.
- forward side of the switch and circuit breaker console.
(4) Seat, Seat Belts and Shoulder Harness ADJUST and SECURE. - (e) If an intermittent light indication accompanied by voltam-
(5) Parking Brake SET.
-
meter fluctuatiori is observed, shut off affected alternator and
(6) Landing Gear Switch DOWN. -
reduce load to one alternator capacity.
(7) Emergency Alternator Field Switch OFF. -

(8) Emergency Avionics Bus Switch OFF. -

(9) Circuit Breakers IN. -

(10) All Switches -

OFF.
(11) Avionics Bus Switch OFF. -

(12) Auxiliary Fuel Pump Switches OFF. -

(13) Battery and Alternators ON. -

3-13
1-1
ALTERNATOR FAILURE (dual)
(indicated by illumination of failure lights) PREFLIGHT

(1) Electrical Load -

REDUCE.
INSPECTION
(2) If Circuit Breakers are Tripped:
a. Shutoff alternators.
b. Reset circuit breakers• NOTE
c. Turn on left alternator and monitor output on ammeter,
d. If alternator is charging, leave it on (disregard failure VisuaHy check inspection
light if still illuminated, plates and general air-
e. If still inoperative, turn off left alternator. craft condition during
walk-around inspection,
f. Repeat steps c thru e for right alternator' If night flight is planned,
g. If circuit breakers reopen, prepare to terminate flight. check operation of all
(3) If Cirduit Breakers have not Tripped: lights and make sure a
a. Shutoff alternators. | flashlight is available,
b. Check field fuses and replace if necessary. Spare fuses
are located on the forward side of the switch and circuit a. Control Lock(s) - REMOVE and STOW.
cike SET.
breaker console• -

c. Turn on left alternator and monitor output on ammeter, d. All Circuit Breakers -
IN.
c LLFTW
d. If alternator is charging, leave it on (disregard failure gjg, AIN (feel for detent)
light if still illuminated), g. Right Fuel Selector -
RIGHT MAIN (feel for detent).
CCon r -nNE WMASKS
e. If still inoperative, shut off left alternator. and HOSES OFF.
-

f. Repeat steps c thru e for right alternator, j. BatterySwitch -ON.

ae cages -ECNBECK QUANTITY and OPERATION.
g. If both alternators are still inoperative, shut off alter¯
nators and turn on emergency power switch. m. Windshield and Windows -
CHECK for CRACKS.

h. Repeat steps c thru e for each alternator and prepare to a. Wing Locker Baggage Door SECURE, -

terminate flight. b. Battery Compartment Cover SECURE. -

c. Flap -
CHECK SECURITY and ATTACHMENT.
d. Control Surface Lock REMOVE. -

e. Aileron and Tab CHECK CONDITION, FREEDOM ÓF

-

MOVEMENT and TAB POSITION.

f. Tip Tank Transfer Pump LISTEN for operation. -

NOTE g. Main Tank Fuel Samp DRAIN. -

h. Fuel Vent and Sniffle Valve CIÆAR. -

i. Main Tank Fuel Quantity CHECK, CAP SECURE. -

The stall warning system is inoperative when the j. Deice Boot CHECK, CONDITION and SECURITY
-
(if installed)

battery switch is in the OFF position.

"' "Atan rm Va CHECK FREEDOM OF MOVEMENT and
1. Wing The Down REMOVE. -

m. Auxiliary Tank Fuel Quantity CHECK, CAP SECURE. -

n. Tank and Wing Locker Transfer

FLIGHT INSTRUMENTS o.
i^&,,,,,,.osa,s.
Auxiliary Line Fuel Sump -

p. Wing Locker Tank Fuel Vent -

CLEAR.

OBSTRUCTION OR ICING OF STATIC SOURCE a. WingLockerTankFuelQuantity-CHECK,CAPSECURE.

h. Cowl Flap SECURE. -

Alternator Static Source OPEN. c. Engine Compartment General Condition CHECK.

(1) -

d. Oil Level CHECK,-

MINIMUM 9 QUARTS.
-

(2) Excess Altitude and Airspeed Maintain

-

to compensate for e. Propeller and Spinner EXAMINE FOR NICKS, SECUR[TY -

change in calibration. and oIL LEAKS.

Figure 1-1 (Sheet 1 of 3)

3-14
1-2
 NOTE
f. Intercooler Opening CLEAR. -

ICutake r OpeninURECLEAR.
Refer ÉO the Cessna Model 414 FAA Approved
i. Main Gear, Strut, Doors and Tire CHECK. -
Aircraft Flight Manual for airspeed and altimeter
ocke T nkD NSump DRAIN.
with alternate static source OPEN.
-

COrrectìORS
L Heat Exchanger Opening -
CLEAR.

a. BaggageDoor -SECURE. B€ Sure the alternate static source is CLOSED

b. Nose Gear, Strut, Doors and Tire CHECK. -
ÎOr all normal operation,
c. Pitot Cover (If Installed).- REMOVE, Pitot Tube -
CLEAR.
d. Tie Down REMOVE. -

e. Ram Air Inlet CLEAR. -

f, Heater Inlet and Outlet CLEAR. -

g Baggage Door SECURE. -

VACUUM PUMP FAILURE

a. Heat Exchanger Opening - CLEAR.
c ecdk rbTe kDFue
on gage will show failure.
Sump DRAIN. -
(1) Red indicator
d. Main Gear, Strut, Doors and Tire CHECK -

(2) AUÍOmatÍC VRIVO WÎlÏ Select operative source.

e. Cowl Flap SECURE. -
f. Intake Air Opening CLEAR. -

g. Air Conditioning Outlet Air Opening CLEAR (if installed). -

Wing Locker nck Fu Quantity9-CHECK, CAP SECURE

.

LA ND INGGE A RM A NU A LEXTENS I ON
j. Engine Compartment General Condition CHECK. -

k. Propeller and Spinner EXAMINE FOR NICKS, SECURITY

-

LAND INGGE A RW IL LNOT EX TEND ELECT RI C A LLY

and OIL LEAKS.
I Intercooler Opening -
CLEAR.
m. Cowl Flap SECURE. -
When the landing gear will not extend electrically, it may be extended
a. Air Conditioning Inlet Air Openings CLEAR (if installed)- =

manually in accordance with the following steps:

b. Wing Locker Tank Fuel Vent CLEAR. -

c. Auxiliary Tank and Wing Locker Transfer Line Fuel Sump -

DRAIN.
d. .Fuel Strainer DRAIN. -

e. Deice Bool CHECK, CONDITION and SECURITY (if installed).

-

f. Auxîliary Tank Fuel Quantity CHECK, CAP SECURE- -

NOTE
g. Wing Tie Down REMOVE. -

h. Main Tank Fuel Quantity CHECK, CAP SECURE. -

L Fuel Vent and Snif(le Valve CLEAa· - The handerank handle must be stowed in its clip before
$pbTinas Fa"ast
. LI TEN FOR OPERATION. Ån[ Ìhe g6RT Will Operate electrically. When the handle is
L Control Surface Lock REMOVE. -

placed in the operating position, it disengages the land-

m. Alleron CHECK CONDIT[ON and FREEDOM OF MOVEMENT.
ing geRT NOÍOr from the actuator gear.
-

n. Flap -
CHECK SEÚGRITY and ATTACHMENT.
o. Wing Locker Baggage Door SECURE. -

a. Static Port -
CLEAR.
b. Deice Boots -
CHECK, CONDITION and SECURITY (if

c. Con to urface Lock(s) REMOVE. -

(1) Before proceeding manually, check landing gear circuit breakers
d, Elevatorand Tab CHECK CONDITION, FREEDOM OF - With landing gear switch DOWN. If circuit breakers are tripped,
CHAEC
e. Rde a Ta N RON, FREEDOM OF RIIOW 3 minutes for them to cool before resetting.
MOVEMENT and TAB POSITION. 2) IÎ CÎYCuit Breaker is Not Tripped PULL.
-

°i
s at r (3) Landing Gear Switch NEUTRAL (center).
-

h. Cabin Door ând Seal -

CHECK SECURITY and CONDITION- (4) PilOÍ'S Seat -
ADJUST as required.
i. Battery Switch OFF
(see Figure 2-8).
-

(5) Hand Crank -

EXTEND AND LOCK.

Figure 1-1 (Sheet 2 of 2) 3-15

1-3
 (6) Rotate Crank CLOCKWISE four turns past the point where
-
the
gear down lights illuminate (approximately 54 turns). .

NOTE

I(7)
(8)
During manual
the hand crank

Gear Down Lights

Gear Unlocked Light
CHECK.
extension
to

CHECK.
let it

-
NOTE

of
turn
the gear,
freely
never release
of its own accord.
When using external power source, do not turn
on the battery or alternator switches until ex-
ternal power source is disconnected,
damage to the alternators
driining
to avoid
and a weak battery
off part of the current being supplied
by the external source.

(9) Gear Warning Horn CHECK with throttle retarded.

-
(14) Annunciator Light Panel - PRESS-TO-TEST.
(10) Hand Crank PUSH BUTTON and STOW.
-

(15) Cabin Door Not Locked Light -

OFF.
(11) As Soon as Practical LAND. -

IF LANDING GEAR WILL NOT RETRACT ELECTRICALLY - NOTE

(1) Do not try to retract manually. If top half of door is still open, the light will not
go out.

NOTE
(16) Altimeter and Clock SET. -

The landing gear should never be retracted with (17) Fuel Quantity CHECK. -

the manual system, as undue loads will be im- (18) Cabin Air Controls AS REQUIRED. -

posed and cause excessive wear on the eranking (19) Throttles OPEN ONE INCH.
-

mechanism. (20) Propellers FORWARD.

-

(21) Mixtures -FULL RICH.

(22) Master Light Dimming Switch- AS REQUIRED.
(23) Landing Gear Position Indicator Lights Check green lights ON. -

(2) Landing Gear DOWN.-

(24) Cowl Flaps OPEN. -

(3) Gear-down Lights CHECK. -

(25) Fuel Selectors Left Engine LEFT MAIN (feel for detent).
- -

(4) Gear Unlocked Light CHECK. -

Right Engine RIGHT MAIN (feel for detent). -

CHECK. (90°
(5) Gear Warning Horn -

(26) Cabin Rate Nominal

-
from minimum) (Optional System).
(6) As Soon as Practical LAND. -
. (27) Cabin Altitude Set 500 feet above pattern altitude
-

(Optional System).
(28) Pressurization Air Switches NORMAL. -

(29) Cabin Vent Control PUSH IN (for pressurization)

-
PULL OUT
(RAM for ventilation).
(30) Cabin Pressurization Switch PRESS or DEPRESS. -

(31) Alternate Air Controls PUSH IN. -

.

3-16

1-4
STARTING ENGINES(Left Engine First)
NORMALSTART(NOEXTERNALPOWER) ENGINE INLET AIR SYSTEM ICING
(1) Propellers CLEAR.
- EM ERG ENCY PRO CEDURES
(2) Magneto Switches ON.
-

(3) Engine -
START. AIR INLET OR FILTER ICING
(a) Starter Button PRESS.
-

(b) Primer Switch Left Engine

- -
LEFT. (1) Alternate Air Controls PULL OUT To First Detent (cold Alter-
-

Right Engine -
RIGHT. nate air position).
(2) Propellers INCREASE (2550 RPM for normal cruise).
-

(3) Mixture LEAN as required

-

CAUTION
COLD ALTERNATE AIR INLET ICING
If the primer switch is activated for excessive
periods of time with the engine inoperative on the (1) Alternate Air Controls -

PULL FU¾L OUT (hot alternate air

ground or during flight, damage may be incurred position).
to the engine and/or aircraft due to fuel accumu- (2) Propellers INCREASE (2550 RPM for normal cruise).
-

lation in the induction system. Similar conditions (3) Mixture -

LEAN as required.
may develop when the engine is shutdown with the (4) Pressurization Air Dump (LH and/or RH as appropriate).
-

auxiliary pump switch in the ON position. (a) Above 10, 000 Ft. with both pressurization air sources
dumped.
@ Should fuel priming or auxiliary pump operation 1) If Supplementary Oxygen is Not Available EMER- -

periods in excess of 60 seconds occur, the engine GENCY DESCENT to 10, 000 Ft.
manifold must be purged by one of the following 2) If Supplementary Oxygen is Available:
procedures: a) Oxygen Knob PULL ON. -

(a) With auxiliary fuel pump switch OFF, allow b) Assure Each Occupant is Using Oxygen.
manifold to drain at least 5 minutes or until c) Descend as Soon as Practical to 10, 000 Ft.
fuel ceases to flow out of the drain under the
nacelle.
(b) Ifcircumstancesdonotallownaturaldraining PRESSURIZATION SYSTEM EMERGENCIES
periods recommended above, with the auxil-
iary pump switch OFF, magneto switches OFF, IMPENDING FAILURE OF WINDOW OR PANEL
mixture idle cut-off and throttle full open, turn
engine with starter or by hand a minimum of (1) Cabin Pressurization Switch DEPRESSURIZE. -

15 revolutions. (2) Cabin Vent Control PULL (DUMP RAM).

-

(3) If Above 10, 000 Ft. and Supplementary Oxygen is Not Available -

EMERGENCY DESCENT TO 10, 000 Ft.

(4) If Above 10, 000 Ft. and Supplementary Oxygen is Available:
(4) Auxiliary Fuel Pump LOW (to purge vapor from fuel system).
.- (a) Oxygen Knob Pull On. -

(5) Throttle 1000 to 1200 RPM.

- (b) Assure each occupant is using oxygen.
(6) Oil Pressure 10 PSI minimum in 30 seconds in normal weather
- (c) Descend as soon as practical to 10, 000 Ft.
or 60 seconds in cold weather. If no indication appears, shut-
down engine and investigate.

1-5
3-17
 CABIN O VERPRESSURE (over 4.5 PSI) (7) Right Engine START (repeat
-

steps 1 through 6).

(8) Alternators CHECK. -

(1) Pressurization Air Switches DUMP. -

(9) Avionics Bus Switch ON. -

(2) If Above 10, 000 Ft. and Supplementary Oxygen is Not Available -
(10) Rotating Beacon ON. -

EMERGENCY DESCENT TO 10, 000 Ft. (11) Radios SET.

-

If Above 10, 000 Ft. and Supplementary (12) Wing Flaps UP.-

(3) Oxygen is Available:

(a) .Oxygen Knob Pull on.
-

(b) Assure Each Occupant is Using Oxygen

(c) Descend as Soon as Practical to 10, 000 Ft. STARTING ENGINES (Left Engine First)
WITH EXTERNAL POWER SOURCE

LOSSOF PRESSURIZATION ABOVE 10,000 FT. (1) Battery and Alternators OFF. -

(2) External Power Source PLUG 1N. -

(1) Without Supplementary Oxygen EMERGENCY DESCENT -

TO (3) Propeller CLEAR.

-

10, 000 Ft. (4) Magneto Switches ON. -

(2) With Supplementary Oxygen: (5) Engine -

START.
(a) Oxygen Knob Pull On.
- (a) Starter Button PRESS. -

(b) Assure Each Occupant is Using Oxygen. (b) Primer Switch Left Engine LEFT. - -

(c) Descend as soon as Practical to 10, 000 Ft. Right Engine RIGHT. -

PRESSURIZATION AIR CONTAMINATION

CAUTION
(1) Pressurization Air DUMP (LH and/or RH as Necessary).
-

(2) Above 10, 000 Ft. with Both Air Sources Dumped: If the primer switch is activated for excessive
(a) If Supplementary Oxygen is Not Available EMERGENCY -
periods of time with the engine inoperative on the
DESCENT TO 10, 000 FT. ground or during flight, damage may be incurred
(b) If Supplementary Oxygen is Available: to the engine and/or aircraft due to fuel accumu-
(1) Oxygen Knob Pull On.
-
lation in the induction system. Similar conditions
(2) Assure Each Occupant is Using Oxygen, may develop when the engine is shutdown with the
(3) Descend as Soon as Practical to 10, 000 Ft. auxiliary pump switch in the ON position.

O Should fuel priming or auxiliary pump opera-

EMERGEN CY D ESCENTPROCEDUR ES tion periods in excess of 60 seconds occur, the
engine manifold must be purged by one of the
PRE FERRE D PR OCEDU RE following procedures:
(a) With auxiliary fuel pump switch OFF, allow
(1) Throttles -

IDLE. manifold to drain at least 5 minutes or until

(2) Propellers FORWARD.
-
fuel eeases to flow out of the drain under the
(3) Mixtures -
FULL RICH. nacelle.
(4) Flaps -
0°.
(5) Airspeed -
260 MPH CAS.

3-18 1-6
 IN TURBULENT ATMOSPHERIC CONDITIONS
CAUTION
(1) Throttles IDLE. -

(b) If circumstances do not allow natural drain. (2) Propellers FORWARD. -

ing periods recommended above, with the (3) Mixtures PULL RICR
-
.

45°.
auxiliary pump switch OFF, magneto switch- (4) Flaps -

es OFF, mixture idle cut-off and throttle (5) Landing Gear DOWN. -

full open, turn engine with starter or by hand (6) Airspeed 160 MPH CAS.
-

a minimum of 15 revolutions.

LANDING EMERGENCIES
LAN DING WITH FLAT MAIN GEAR TIRE
(6) Auxiliary Fuel Pump LOW (to purge vapor from fuel system).
-

(7) Throttle 1000 to 1200 RPM. the main gear tire is

takeoff, defective
-

If a blowout occurs during and

(8) Oil Pressure 10 PSI minimum in 30 seconds in normal weather
-

Identified, proceed as follows.

or 60 seconds in cold weather. If no indication appears, shut-
.

down engine and investigate.

(9) Right Engine START (repeat steps 3-through 8).
- (1) Landing Gear UP. -

(10) External Power Source UNPLUG. - (2) Fuel Selectors Turn -

to MAIN TANK on same side as defective

(11) Battery and Alternators ON. - tire and feel for detent. Proceed to destination, to reduce fuel
(12) Alternators CHECK.
- Ioad.
(13) Avionics Bus Switch ON. -

(14) Rotating Beacon ON. -

(15) Radios -
SET.
(16) Wing Flaps UP.
- NOTE

Fuel should be used froin this tank first, to lighten

BEFORE TAKEOFF the load on the wing, prior to attempting a landing
if inflight time permits. However, an adequate
(1) Parking Brake SET. -
supply of fuel should be left in this tank so that it
(2) Engine Runup: ,may be used during landing.
(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

- (3) Fuel Selectors Left Engine -
LEFT MAIN (feel for detent).
-

maximum differential of 50 RPM). Right Engine RIGHT MAIN (feel for detent).
-

(e) Propellers CHECK feathering to 1200 RPM; return (4) Select a runway with a crosswind from the side opposite the de-
-

to
HIGH RPM. fective tire, if a crosswind landing is required.
(f) Engine Instruments CHECK. -
(5) Landing Gear DOWN (below 160 MPH CAS).
-

(g) Throttles 1000 RPM. - (6) Check landing gear-down indicator lights (green)for indication
and gear unlocked.light (red) out.
(7) Flaps DOWN. Extend flaps to 45°.
-

(8) In approach, align aircraft with edge of runway opposite the de-
fective tire, allowing room for a mild turn in the landing rolL
1-7
3-19
 (9) Land slightly wing-low on the side of inflated tire and lower nose- NOTE
wheel to ground immediately, for positive steering.
(10) Use full aileron in landing roll, to lighten load on defective tire• It is important that the engine oil temperature
(11) Apply brakes only on the inflated tire, to minimize landing roll be within the normal operating range prior to
and maintain directional control· ,applying takeoff power.
(12) Stop aircraft to avoid further tire and wheel damage, unless
active runway must be cleared for other traffic. -------

(3) Flight Instruments and Radios SET. -

LANDING WITH FLAT NOSE GEAR TIRE

(4) With slavedGyro Gyro Slaving FAST or NORM.
-

(5) Lights AS REQUIRED.

-

If a blowout occured on the nose gear tire during takeoff, prepare for (6) Fuel Quantity CHECK. -

landing as follows: (7) Wing Flaps UP. -

(8) Fuel selectors RECHECK Left Engine

-
IÆFT MAIN (feel
- -

(1) Landing Gear -

Leave DOWN• for detent)
Right Engine RIGHT MAIN (feel -

for detent)
(9) Cowl Flaps OPEN.

II
-

NOTE
(10) Trim Tabs (3) SET. -

(11) Alternate Ali Controls IN. -

Do not attempt to retract the landing gear if a nose (12) Cabin Pressurization Switch PRESSURIZE. -

adris ghc obind hh oseew strre ai

h- (13) Flight Controls - CHECK, free and correct.
rte no e
(14) Annunciator Panel CLEAR.
In the wheel well and prevent later extension.
-

(15) Auxiliary Fuel Pumps ON. -

(16) Parking Brake RELEASE. -

(2) Move disposable load to baggage area and passengers to avail¯

able rear seat space.
TA KEOFF
0°
(3) Flaps -
to 15° as desired NORMAL TAKEOFF
(4) Land in a nose-high attitude with or without power.
(5) Maintain back pressure on control wheel to hold nosewheel off (1) Power -
FULL THROTTLE and 2700 RPM.
the ground in landing rolL
(6) Use minimum braking in landing roll.
(7) Throttles -
Retard in landing ro1L
NOTE
(8) As landing roll speed diminishes, hold control wheel full aft un-
oaidr de
Apply full throttle smoothly to avoid propeller
(9) he tire age by holding additional taxi to a mini- surging and excessive manifold pressures. Do
mum
not exceed 36. O inches Hg. manifold pressure
at any time.

3-20 1-8
 LANDING WITH DEFECTIVE MAIN GEAR
(2) Elevator Control Raise nose wheel at 97 MPH IAS.
-

(3) Minimum Control Speed 97 MPH IAS. -

Reduce fuel load in the tank on the side of the faulty main gear as ex-
(4) Break Ground and Climb out at 105 MPH IAS. plained in paragraph "Landing With Flat Main Gear Tire. " When fuel
load is reduced, prepare to land as follows:
AFTER TAKEOFF (1) Fue18electors Left Engine
- -
LEFT MAIN (feel for detent).
Right Engine RIGHT MAIN (feel for detent).
-

(1) Brakes APPLY momentarily.

-
(2) Select a wide, hard surface runway, or if necessary, a wide sod
(2) Landing Gear RETRACT. -
runway. Select a runway with crosswind from the side opposite
(3) Climb Speed 126 MPH IAS (best multi-engine
- rate-of-climb the defective landing gear, if a crosswind landing is necessary.
speed). (3) Landing Gear -
DOWN.
(4) Auxiliary Fuel Pumps CHECK ON. -
(4) Flaps -
DOWN.
(5) In approach, align aircraft with edge of runway opposite the de-
fective landing gear, allowing room for a ground-loop in landing
CUM B roll.
NORMAL CLIMB (6) Battery Switch OFF.
-

(7) Land slightly wing-low toward the operative landing gear and
(1) Power -
30. 0 inches Hg. and 2450 RPM, lower the nosewheel immediately for positive steering.
(2) Airspeed 130-160 MPH IAS.
-
(8) Start moderate ground-loop into defective landing gear until air-
(3) Mixture ADJUST to climb fuel flow.
-
craft stops.
(4) Cowl Flaps AS REQUIRED. -
(9) Mixture Levers IDLE CUT-OFF
-
(both engines).
(5) Cabin Altitude Control SET SLOWLY (after cabin pressure -
has (10) Use full alleron in landing roll to lighten the load on the defective
stabilized). Reset cabin altitude control to destination pattern landing gear.
altitude plus 500 feet (inner scale) or cruise altitude plus 500 (11) Apply brake only on the operative landing gear to maintain de-
feet (outer scale) whichever gives the highest altitude (Optional sired rate-of-turn and minimize the landing roll.
System). (12) Fuel Selectors OFF.
-

(6) Cabin Rate Control SET SLOWLY to reach selected cabin alti-
-
(13) Evacuate the aircraft as soon as it stops.
tude at approximately the same time the aircraft reaches cruise
altitude (Optional System).
LANDING WITH DEFECTIVE NOSE GEAR
Sod Runway-Main GeorRetracted
MAXIMUM PERFORMANCE CUMB

(1) Power -
FULL TIIROTTLE and 2700 RPM below 20, 000 feet. This procedure will produce a minimum amount of aircraft damage on
Placarded manifold pressure above 20, 000 feet, smooth runways. This procedure is also recommended for short, rough
(2) Airspeed 126 MPH IAS.
-
or uncertain field contitions where passenger safety, rather than mimi-
(3) Cowl Flaps AS REQUIRED. -
mum aircraft damage, is the prime consideration.
(4) Cabin Altitude Control SET SLOWY (after cabin pressure -
has
stabilized). Reset cabin altitude control to destination pattern (1) Select a smooth grass-covered runway, if possible.
altitude plus 500 feet (inner scale) or cruise altitude plus 500 (2) Landing Gear UP.
-

feet (outer scale) whichever gives the highest altitude. (3) Approach at 120 MPH IAS with flaps down only 15°.
(5) Cabin Rate Control SET SLOWLY to reach selected cabin alti-
-

(4) All Switches Except Magneto Switches OFF. -

tude at approximately the same time tlie aircraft reaches cruise (5) Escalie Hatch REMOVE.
-

altitude (Optional System).

3-21
1-9
 (6) Land in a slightly tail-low attitude.
(7) Mixture Levers IDLE CUT-OFF
-
(both engines). CRUISING
(8) Magneto Switches OFF. -

(9) Fuel Selectors OFF.

-

(1) Cruise Power -

17 - 30. O inches Hg. and 2100-2450 RPM.

Smooth Hard SurfaceRunway-Main Gear Extended

NOTE
(1) Move disposable load to baggage area and passengers to avail-
able rear seat space. Maintain sufficient power for pressurization re-
(2) Select a smooth hard surface runway. .
quirements.
(3) Landing Gear -
DOWN.
15°.
(4) Approach at 120 MPH IAS with flaps
(5) All Switches Except Magneto Switches OFF.
-

(6) Land in a slightly tail-low attitude. (2) Mixtures LEAN for desired cruise fuel flow as determined
-

(7) Mixture Levers IDLE CUT-OFF

-
(both engines). from your power computer. Recheck mixtures if power, alti-
(8) Magneto Switches OFF.-
tude or OAT changes.
(9) Hold nose off throughout ground roll. Lower gently as speed (3) Cowl Flaps AS REQUIRED.
-

dissipates. (4) Auxiliary Fuel Pumps:

(a) Main tanks ON. -

(b) When switching fuel tanks LOW. -

DITCHING (c) Auxiliary tanks LOW. -

(5) Fuel Selectors Left Engine -

LEFT MAIN (feel for detent).
-

(1) Plan approach into wind if winds are high and seas are heavy- Right Engine RIGHT MAIN (feel for detent). -

With heavy swells and light wind, land parallel to swells, being (a) If optional 40 gaL auxiliary tanks are installed, fuel
careful not to allow wing tips to hit first- selectors MAIN TANKS for 60 minutes.
-

45°
(2) Approach with landing gear retracted, flaps and enough (b) If optional 63 gaL auxiliary tanks are installed, fuel
power to maintain approximately 300 ft/min rate-of-descent selectors MAIN TANKS for 90 minutes.
-

at approximately 120 MPH IAS at 5500 pounds gross weight- (c) If wing locker tanks are installed, fuel selectors MAIN -

(3) Maintain a continuous descent until touchdown to avoid flaring TANKS or, after wing locker tanks are transferred and
and touching down tail-first, pitching forward sharply, and de- main tank quantity is less than 180 pounds each -

celerating rapidly. Strive for initial contact at fuselage area AUXILIARY TANKS.
below rear cabin section (point of maximum longitudinal curva-
ture of fuselage).
NOTE

Turn auxiliary fuel pumps to LOW and mixtures to

FULL RICH when switching tanks.

(d) If optional wing locker tanks are installed, crossfeed -

SELECT as required to maintain fuel balance after wing

3-22 locker tank fuel transfer.

1-10
 (6) Cabin Altitude Control SET to give maximum differential alti-
UÐTlUUDW
-

tude 500 feet above cruise altitude (Optional System). FOLJR FOURTEEN

(7) Cabin Rate Control MIN. -

OPER ATIN G LIMITATIONS

(8) If Cabin Altitude Light illuminated (cabin altitude above 10, 000
feet) DESCEND or use supplementary
-
oxygen.
(9) Trim Tabs ADJUST. -

OPERATIONS AUTHORIZED
LETDO WN Your Cessna with standard equipment, exceeds the requirements of
airworthiness as set forth by the United States Government, and is cer-
(1) Power - AS REQUIRED. tified under FAA Type Certificate No. A7CE.

With standard equipment, the aircraft is approved for day and night
operation under VFR. Additional optional equipment is available to in-

I
NOTE crease its utility and to make it authorized for use under IFR day and
night operation. Your Cessna Dealer will be happy to assist you in se-
Maintain sufficient power for pressurization re- 1ecting equipment best suited to your needs.
quirements.
Your aircraft must be operated in accordance with the Cessna Model
414 FAA Approved Aircraft Flight Manual, which was provided to you
with the rest of the papers.in your aircraft. The following information
(2) Mixture ADJUST for smooth operation with gradual enrichment
-

is a duplication of that presented in the Cessna Model 414 FAA Approved

as altitude is lost. Aircraft Flight Manual.
(3) Cowl Flaps CLOSED. -

(4) Cabin Altitude SET SLOWLY. During the initial portion of the
-

letdown, set the cabin altitude control to pattern altitude plus M A NEUVER S- NORM A L CA TEGORY
500 feet (inner scale) (Optional System).
(5) Cabin Rate Control SET to reach selected cabin altitude (Zero
-

Your Cessna exceeds the requirements for airworthiness as set forth

Cabin Pressure) at approximately the same time the aircraft by regulations by the FAA. Spins and aerobatie maneuvers are not per-
reaches pattern altitude plus 500 feet (Optional System). mitted in normal category aircraft in compliance with these regulations.
In connection with the foregoing, the following gross weight and flight
BEFOR E LANDIN G load factors apply.

Maximum Takeoff Weight . . . .. . . . . . . . . . 6350 lbs.

(1) Fuel Selectors Left Engine LEFT MAIN (feel for detent).
- -
Maximum Landing Weight . . . . . . . . . . . . . . 6200 lbs.
Right Engine RIGHT MAIN (feel for detent). - *Flight Load Factor (at design gross weight of 6350 lbs.)
(2) Auxiliary Fuel Pumps ON. -
Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . +3. 6G
(3) Alternate Air Controls IN. - -1.
44G
(4) Mixtures FULL RICH.
-
Flaps DOWN ........................ +2.0G
(5) Propellers FULL FORWARD.
-

15°.below 180 MPH CAS.

(6) Wing Flaps -
*The design load factors are 150°/o of the above and in all
(7) Landing Gear Down below 160 MPH CAS.
-
cases the structure exceeds design loads.
(8) Landing Gear Position Indicator Lights Check green lights ON. -

(9) Cabin Differential ZERO. -

4-1

1-11
AIRCRAFT ALTITUDE
(10) Cabin Pressurization Control DEPRESS. -

(11) Wing Flaps

15° 45° below
Maximum (without oxygen equipment) .. . . . 23, 500 ft.
-
160 MPH CAS.
-

(with oxygen equipment) .. . . . . . 30, 000 ft. (12) Minimum Multi-Engine Approach Speed 107 MPH IAS. -

(13) Minimum Single-Engine Control Speed 97 MPH IAS. -

Il NOTE
LANDING
See Figure 2-15 and 2-16 for oxygen consumption (1) Touchdown Main wheels first.
-

and duration information. (2) Landing Roll Lower nose wheel gently.
-

(3) Braking AS REQUIRED.

-

AIRSPEED LIMITATIONS (CAS) GO-AROUND (Multi Engine)

Maximum Structural Cruising Speed (1) Increase engine speed to 2700 RPM and apply full throttle if
Level Flight or Climb 230 MPH necessary.
15°.
... ...........

Maximum Speed (2) Reduce flaps setting to

15° (3) Trim aircraft for climb.
Flaps Extended 180 MPH
to 45°
..............

15° ...

Flaps Extended . . . . . . . . . '. . . 160 MPH (4) Cowl Flaps OPEN.-

Gear Extended . . . . . . . . . . . . . . . . . . . . . . 160 MPH (5) Retract flaps as soon as all obstacles are cleared and a safe alti-
Never Exceed (glideor dive, smooth air) 266 MPH tude and airspeed are obtained.
*Maneuvering Speed .. ... ......... ....... 180 MPH

*The maximum speed at which you can use abrupt control

travel. NOTE

Do not retract landing gear if another landing

AIR SPEED IN STRUM ENT MARKINGS approach is to be conducted.

The following is a list of the certified calibrated airspeed (CAS) limita-

tions for the aircraft:
AFTER LANDIN G
Never Exceed (glideor dive, smooth air) 266 MPH (red radial) ....

Caution Range . . . . . . . . . . . . . . . . . . . . . 230 to 266 MPH (yellow arc) (1) Auxiliary Fuel. Pumps -
LOW. (During landing roll. )
Normal Operating Range . . . . . . . . . . . . 96 to 230 MPH (greenarc)
. .
(2) Cowl Flaps OPEN.
-

Flap Operating Range ............. ... 81 to 160 MPH (white arc) (3) Wing Flaps UP.
-

Minimum Control Speed . . . . . . . . . . . . 97 MPH (red radial)

. . . . . . .

Best Single-Engine Rate-of-Climb ......... 119 MPH (blue radial)

SECURING AIRCRAFT
(1) Auxiliary Fuel Pumps OFF. -

(2) Avionics Bus Switch OFF. -

(3) Rotating Beacon OFF. -

4-2
1-12
 ENGINE OPERATION LIMITATIONS
(4) All Switches except Battery, Alternator and Magneto Switches -

OFF. Maximum Power and Speed

(5) Throttles IDLE.
-
(for all operations) .. 310 BHP at 2700 RPM and 36. O in. Hg. MP
(6) Mixtures -
IDLE CUT-OFF.
(7) Magneto Switches OFF, after engines
-
stop.
(8) Battery and Alternator Switches -OFF. ENGINE INSTRUMENT MARKINGS
(9) Parking Brake SET. -

(10) Control Lock -INSTALL. OIL TEMPERATURE

(11) Fuel Selectors -
OFF (if a long period of inactivity is antici-
75°F 240°F
pated). Norma1Operating Range .............. to
240°F
(greenarc)
Maximum Temperature ..................... (red radial)

NOTE
OIL PRESSURE

Do not leave the fuel selector handles in an in- Minimum Operating Pressure . . . . . . . . . . . . 10 PSI (red radial)
. . . .

ter mediate position as fuel from the main tip Normal Operating Range . . . . . . . . . . . . 30 PSI to 60 PSI (green ar c)
tanks will transfer into the auxiliary tanks. Maximum Pressure . . . . . . . .. . . . . . . . . . . . .100 PSI (red radial)
. . .

CYLINDER HEAD TEMPERATURE

(12) Cabin Door -
CLOSE.
200°F to 460°F (greenarc)
Normal Operating Range . . . . . . . . . . . . .

460°F
Maximum Temperature ..................... (red radial)

MANIFOLD PRESSURE

Norma10perating Range ......... 17.0 to 30.0 in. Hg. (green arc)

Maximum Pressure .................... 36.0 in. Hg. (red radial)

MAXIMUM ALLOWABLE MANIFOLD PRESSURE

ALTITUDE MAX ALLOWABLE ALTITUDE MAX ALLOWABLE

M.P. M.P.

S.L. 36.0 24,000 3 1.2

26,000 28.8
20,000 36.0
28,000 26.4
22,000 33.6
30,000 24.0

4-3
1-13
TACHOMETER

Norma10peratingRange ........... 2100 to 2450 RPM (greenarc)

Maximum Speed ......................... 2700 RPM (red radial)

FUEL FLOW

Normal Operating Pressure ..... 10.0 to 185.0 Lbs/Hr (green arc)

Minimum and Maximum . . . . . . . . . O and 190. 0 Lbs/Hr (red radial)
Fuel Flows . . . . . . . . . . . . . . . . . 3. O and 21. 7 PSI (red radial)
.

PRESSURIZATION SYSTEM

Cabin Differential Pressure (NORMAL) . . . . O to 4. 2 PSI (green arc)

(MAX)........... 4.2 PSI (red radial)

WEIGHT AND BALANCE

To figure the weight and balance for your particular aircraft, use Fig-
ures 4-1 through 4-3 as follows:

Take the licensed Empty Weight and Moment/1000 from the Weight and
Balance Data Sheet, plus any changes noted on the FAA-337 forms car-
ried in your aircraft and enter them in the proper columns of Figure 4-1.
Using Figure 4-2, determine the moments/1000 of each item to be car-
ried and enter them in the proper columns of Figure 4-1. Total the
weight and the moments/1000, locate this point in Figure 4-3, if this
point falls within the envelope the loading is acceptable.

BAGGAGE COMPARTMENTS
Your aircraft has been designed for passenger carrying capability. As
a result, no provisions have been made for the transportation of cargo.
There are five baggage locations: two in the fuselage nose section, one in
the aft cabin area and one location in the aft portion of each engine nacelle.

These baggage areas are intended primarily for low density items such
as luggage and brief cases. With the exception of the nose baggage loca-
tions, the floors of these areas are primary structure. Therefore, care
should be exercised during loading and unloading to prevent damage.

4-4 1-14
 When loading high density objects, insure that adequate protection is
pp pp available to prevent damage to any of the aircraft's primary structure.
U ULU UU 500 pounds of baggage can be carried in the aft cabin areasif the aft per-
DESCRIPTION AND sonalized interior options are not installed. If baggage is carried, it is
FOUAFOURTEEN
DOC€Ssary to properly locate and secure this load before flight.
OPERATING DETAILS

The following paragraphs supply a general description of some systems

and equipment in your aircraft. This section also covers, in somewhat
greater detail, some of the items in Checklist Form in Section I. Only
those items of the Checklist requiring further explanation will be covered
here.

PREFLIGHT INSPECTION
The Preflight Inspection, described in Section I, is recommended for
the first flight of the day. Inspection procedures for subsequent flights
are normally limited to brief checks of the.tail surface hinges, fuel and
oil quantity and security of fuel and oil filler caps. If the aircraft has -
been in extended storage, has had recent major maintenance or has been
operated from marginal airports, a more extensive exterior inspection
is recommended.

After major maintenance has been performed, the flight and trim tab
controls should be double-checked for free and correct movement and
security. The security of all inspection plates on the aircraft should be
checked following periodic inspections. Since radio and heater mainten-
anee requires the mechanic to work in the nose compartment, the nose
compartment doors are opened for access to equipment. Therefore, it
is important after such maintenance to double-check the security of these
doors. If the aircraft has been waxed or polished, check the external
static pressure source holes for stoppage.

If the aircraft has been exposed to much ground handling in a crowded

hangar, it should be checked for dents and scratches on wings, tip tanks,
fuselage and tail surfaces, as well as damage to navigation and landing
lights, deicer boots and radio antenna. Outside storage for long periods
may result in water and obstructions in airspeed system lines, conden-
sation in fuel tanks, and dust and dirt on the intake air filters and engine
cooling fins. Outside storage in windy or gusty areas, or adjacent to
taxiing aircraft calls for special attention to control surface stops, hinges
and brackets to detect the presence of wind damage. 4-5

2-1
 Sample Aircraft i Your Aircraft If the aircraft has been operated from muddy fields or in snow and
MODEL 414 ;-- slush, check the main gear and nose gear wheel wells for obstructions
Weight Moment SWeight Moment and cleanliness. Operation from a gravel or cinder field will require
(in-lbs) ! (in-lbs)
SAMPLE PROBLEM (lbs)
/1000 g
(Ibs)
/1000
extra attention to propeller tips and abrasion on leading edges of the
horizontal tail. Stone damage to the outer six inches of the propeller
tips can seriously reduce the fatigue life of the blades.
1. Licensed Empty Weight
(Sample Aircraft) . . . . . . . . 4517. 7 702. 6 that are operated from rough fields, especially
Aircraft at high alti-
tudes, are subjected to abnormal landing gear abuse. Check frequently
2. Oil all components of the landing gear retracting mechanisms, shock struts,
*(26 Qts x 1. 875 lb/qt) . . . . . 49. 0 5. 5 49. 0 5. 5 tires and brakes.
3. Pilot & Front Passenger .. 340.0 46. 6 The interior inspection will vary according to the mission and the op-
tional equipment installed. Prior to high-altitude flights, it is important
4. Center Passengers. . . . . . . . 340. 0 59. 7 to check the condition and quantity of oxygen face masks and hose assem-
blies. The oxygen supply system should be functionally checked to insure
5. Rear Passengers . . . . . . . . 340. 0 73. 3 that it is in working order. The oxygen pressure gage should indicate
between 300 and 1800 PSI depending upon the anticipated requirements.
6. Fuel (gals x 6 Ibs/gal) . . . ,

Main Tanks (100 gals) .... 600. 0 91.2 To prevent loss of fuel in flight, make sure main and auxiliary fuel
Auxiliary Wing Tanks tank filler caps are tightly sealed. The main fuel tank vents beneath
(40 gals) . . . . . . . . . . . . .
the tip tanks should also be inspected for obstructions, ice or water,
Auxiliary Wing Tanks especially after operation in cold, wet weather.
(63 gals) .............

Wing Locker Tanks (40 gals) While operating in the pressurized mode, an immediate depressuriz-
ation would cause extreme passenger discomfort. For this reason, it is
7. Baggage important to inspect the cabin door seal for condition. Also, the emer-
Nose 35. 0 2. 5 gency exit, windows and windshields must be free of cracks and deep
' i
. . . . . . . . . . . . . . . .

Wing Lockers .......... 128.3 23.9 Ë scratches.

Bay A ................
2
Bay B . . .. . . . . . . . . . . . . Ë .
Satisfactory operation of the pitot tube, stall warning transmitter and
riain fuel tank vent heating elements are determined by observing a dis-
8. Total Aircraft Weight charge on the voltammeter when the pitot heat switch is turned ON. The
(Loaded) . . . . . . . . . . . . .
6350. 0 1005. 3 Ë :
effectiveness of the pitot tube and stall warning transmitter heating ele-
ments may be verified by cautiously feeling the heat of both devices
9. Locate this point (6350. O at 1005. 3) on Figure 4-3 and since while the pitot heat switch is ON.
this point falls within the envelope, the loading is acceptable.

STARTING ENGINES
*NOTE: Normally full oil may be assumed for all flights.
The left engine is normally started first because the cable from the
battery to this engine is much shorter permitting more electrical power
Figure 4-1 to be delivered to the starter. If battery is low, the left engine should
start more readily.
4-6
2-2
 When using an external power source, it is recommended to start the
aircraft with the battery and alternator switches OFF.

Il NOTE

Release starter button as soon as engine fires or

engine will not accelerate and flooding may result.

The continuous flow fuel injection system will start

the engine intake ports as soon as the primer switch is actuated
spraying
fuel in
and the
.

throttle and mixture controls are opened. If the auxiliary pump is turned
on accidentally while the engine is stopped with the throttle open and the
mixture rich, liquid fuel will collect temporarily in the cylinder intake
ports. The quantity of fuel deposited will depend upon the amount of
°
throttle opening and the length of time the pump has been operating. If
°
ËB
this happens, it is advisable to wait a few moments until the fuel drains ½g i å
away, then turn the propeller through fifteen complete revolutions. This y Ë Z
is done to prevent the possibility of engine damage due to hydrostatic lock &R >
before starting the engine, To avoid flooding, begin cranking the engine .8
N
prior to priming the engme.
o e
§ g
e
Engine mis-starts, characterized by weak intermittent explosions
followed by black puffs of smoke from the exhaust, are the result of ....a

flooding or over-priming. This situation is more apt to develop in hot

weather, or when the engines are hot. If it occurs, repeat the starting
procedure with the throttle approximately 1/2 open, the mixture in IDLE
CUT-OFF and the primer switch OFF. As the engine fires, move the
mixture control to FULL RICH and close the throttle to idle.

If an engine is under-primed, as may occur in cold weather with a

cold engine, repeat the starting procedure while holding the primer
switch ON for 5 to 10 seconds until the engine fires.

If cranking longer than 30 seconds is required, allow starter-motor

to coolfive minutes before cranking again, since excessive heat may
damage the armature windings. GNilOd OOL -
1HOGM

After the engines are started, the auxiliary fuel pumps should be
switched to LOW to provide for improved purging and vapor clearing in
Figure 4-2
the fuel system.
2-3 4-7
 TAXIING
A steerable nosewheel, interconnected with the rudder system pro-
18°
vides positive control up to left or right, and free turning from 18°
to 55° for sharp turns during taxiing. Normal steering may be aided
CENTEROFGR AV I TYMOMENTENVELOPE through use of differential power and differential braking on the main
wheels. These aids are listed in the preferred order of use.

64 -
- --

-MAXIMUM LAND1NG WEIGHT NOTE

O P UN S : Og
If the aircraft is parked with the nosewheel cas-
60 tered in either direction, initial taxiing should be
done with caution. To straighten the nosewheel,.
use full opposite rudder and differential power in-
:.i::
stead of differential braking. After a few feet of
56 ..:|:Í: forward travel, the nosewheel will-steer normally.

: : At some time early in the taxi run, the brakes should be tested and
52 any unusual reaction, such as uneven braking, should be noted. If brake
SAMPLE PROBLEM
.« operation is not satisfactory, the aircraft should be returned to the tie-
PO I NT down location and the malfunction corrected. The operation of the turn-
6350.0 , 1005.3 and-bank indicator, artificial horizon, and directional gyro should also
48 be checked during taxiing.

.
BEFORE TAKEOFF (Use the Pilot's checklist)
44
ANY POINT FALLING WITMIN Use the Pilot's Checklist in the aircraft to prevent the possibility of
TME ENVELOPE MEETS ALL overlooking an important check item.
BALANCE REQUIREMENTS
o : : Most of the engine warm-up should be done during taxiing, with just
13 enough power to keep the aircraft moving. Engine speed should not ex-
CENTEROF GRAVITY MOMENT --
1000 (NCH-POUNDS ceed 1000 RPM while the oil is cold. (Additional warm-up before takeoff
should be restricted to the checks outlined in Section I.)
Full throttle checks on the ground are not recommended unless there
is good reason to suspect that the engines are not operating properly.
Do not runup the engines over loose gravel or cinders because of possible
stone damage or abrasion to the propeller tips.
Figure 4-3
2-4
4-8
 If the ignition system produces an engine speed drop in excess of 150
RPM, or if the drop in RPM between the left and right magneto differs by
more than 50 RPM, continue warm-up a minute or two longer before re- nna sur
U
.

checking system. If there is doubt concerning operation of the ignition F3 "Fouare

U l]UI)
system, checks at higher engine speed will usually confirm if a deficien- CA REOFTHE A IRCR A FT
cy exists. In general, a drop in excess of 150 RPM is not considered
acceptable.

A careful check should be made of the vacuum system. The minimum

and maximum allowable suctions are 4. 75 and 5. 25 inches of mercury,
respectively, on the instrument. Good alternator condition is also im- If your aircraft is to retain the new-plane performance and dependabil-
portant for instrument flight since satisfactory operation of all radio ity, certain inspection and maintenance requirements must be followed.
equipment and electrical instruments is essential. The alternators are It is wise to follow a planned schedule of lubrication and preventative
checked during engine runup (1700 RPM) by positíoning the selector switch maintenance based on climatic and flying conditions encountered in your
in the L ALT and R ALT position and observing the alternator output, locality.

A simple last minute recheck of important items should include a quick Keep in touch with your Cessna Dealer, and take advantage of his know-
glance to see if all switches are ON, the mixture and propeller controls ledge and experience. He knows your aircraft and how to maintain it. He
are forward, all flight controls have free and correct movement and the will remind you when lubrications and oil changes are necessary, and
fuel selectors are properly positioned. about other seasonal and periodic services.

A mental review of all single engine speeds, procedures and field

length requirements should be made prior to takeoff. M A A I DENT I FI C ATI ONPL A TE
All correspondence concerning your Cessna should include the aircraft
model and serial number. This information may be obtained from the
TAKEOFF FAR required.MAA (Manufacturers Aircraft Association) plate located
Since the of full throttle is not recommended
use in the static runup, just above floor level on the left-hand upholstery panel forward of the
closely observe full-power engine operation early in the takeoff run. The main cabin door. Refer to the aircraft.Service Manual for an illustrated
maximum allowable manifold pressure of 36.0 inches of mercury should breakdown of the MAA plate.
not be exceeded. Throttle action should be smooth and slow in order that
the waste gate can become operative as early as possible. Signs of rough
engine operation, unequal power between engines, or sluggish engine ac- GROUNDH A NDUNG
celeration are good cause for discontinuing the takeoff. If this occurs,
you are justified in making a thorough full throttle static runup before The aircraft should be moved on the ground with the aid of the nose
another takeoff is attempted, wheel towing har provided with each aircraft. The tow bar is desîgned to
to attach to the nosegear strut fork.
Full throttle operation is recommended on takeoff since it is impor-
tant that a speed well above minimum single-engine control speed (97
MPH IAS) be obtained as rapidly as possible. It is desirable to acceler-
ate the aircraft to 105 MPH IAS (recommended safe single-engine speed)
while still on the ground for additional safety in case of an engine failure.
This safety may have to be compromised slightly where short and rough
fields prohibit such high speed before takeoff.
2-5 5-1
 MULTI-ENGINE AIRSPEED NOMENCLATURE MPH lAS

\
-

NOTE

Removeallrudderlocksbeforegroundhandling. (1) Multi-Engine Best Rate-of-Climb .........126

When using the tow bar, never exceed the nose (2Ì Angle-of-clim
M ulti-Engine B est b 100
wheel turning radius limits of 55° either side of · · · - • •

center. Structural damage may occur if the turn (3) Takeoff and Clim b to 5û Fi .. . . ...
. . . . . ... .105

limits are exceeded. Do not push or pull on pro- (4) Landing Approach from 50 Ft.........- . 107
pellers or control surfaces when moving the air-
craft on the ground.
Figure 2-1

MOOR INGYOUR A I RCR A FT After takeoff it is important to maintain the recommended safe single-
engine climb speed (105 MPH IAS). As you accelerate still further to
Proper tie-down procedure is your best precaution against damage to rate-of-climb
best single-engine speed (119 MPH IAS), it is good prac-
your parked aircraft by gusty or strong winds. To tie-down your aircraft
tice to climb rapidly to an altitude at which the aircraft is capable of
securely, proceed as follows:
.
circling the field on one engine.
(1) Set the parking brake and control wheel lock.
install
After obstruction height is reached, power may be reduced and climb
(2) Tie strong ropes or chains (700 pounds tensile strength) to wing
tie-down fittings. apeeds may be established as described in Section I.
(3) Caster the nosewheel to the extreme left or right positions. For crosswind takeoffs, additional power may be carried on the up-
(4) Tie a strong rope or chain (700 pounds tensile strength) to the
wind engine until the rudder becomes effective. The aircraft is accel-
tail skid
erated to a slightly higher than normal takeoff speed, and then is pulled
(5) Recommend installation of pitot tube cover.
off abruptly to prevent possible settling back to the runway while drifting.
When clear of the ground, a coordinated turn is made into the wind to
WINDOWS AND WINDSHIELDS correctior drift.

The cabin windows and windshield panels are constructed of prestretch- A takeoff with one tip tank full and the opposite tank empty creates a
lateral unbalance at takeoff speed. This is not recommended since gusty
ed acrylic in lieu of the cast acrylic used on unpressurized aircraft. lift-off could create a serious control problem.
air or premature
Stretched acrylic was chosen to provide the added safety offered by the
ability to withstand higher stress concentration and improved resistance
Performance data for normal takeoff, accelerate stop distance and
to crack propagation. single-engine takeoff are presented in Section VI.
The following procedures are particularly important in a pressurized
aircraft. If the aircraft must be flown with a cracked window, DO NOT AFTER TAKEOFF
PRESSURIZE the cabin.

The plastic windshield and windows should be kept clean and waxed at To establish climb configuration, retract the landing gear, set climb
power, check auxiliary fuel pumps on and adjust the mixture for the se-
all times. To prevent scratches and crazing, wash them carefully with
plenty of soap and water, using palm of hand to feel and dislodge dirt and
lected power setting.
mud. A soft cloth, chamois or sponge may be used, but only to carry
5-2 2-6
 water to the surface. Rinse thoroughly, then dry with a clean, moist
Before retracting the landing gear, apply the brakes momentarily to
stop the rotation of the main wheels. Centrifugal force cadsed by the rap_
chamois. Rubbing the surface of the plastic w1th a dry cloth builds up an
idly rotating wheels expands the diameter of the tires, and if ice or mud
electrostatic charge which attracts dust particles in the air.
has accumulated in the wheel wells, the rotating wheels may rub as they
Remove oil and grease with a cloth moistened with kerosene. Never
enter
use gasoline, benzine, acetone, carbon tetrachloride, fire extenguisher
at the point over fluid, lacquer thinner or glass cleaner. These materials will soften the
On long runways, the landing gear should be retracted
the runway where a wheels-down forced landing on that runway would be_ plastic and may cause it to craze.
come impracticaL However, on short runways it may be preferable to
if the surface
.

After removing dirt and grease, is not badly scratched,

the landing gear after the aircraft is safely airborne.
.

retract
It should be waxed with a good grade
.

of commercial wax. The wax will

fill in minor scratches and help prevent further scratching. Apply a thin,
Power reduction will vary according to the requirements of the traffic even coat of wax and bring it to a high polish by rubbing lightly with a
pattern or surrounding terrain, gross weight, field elevation, tempera- clean, dry, soft flannel cloth. Do not use a power buffer; the heat gen-
ture and engine condition. However, a normal "after takeoff" power set-
erated by the buffing pad may soften the plastic.
ting is 32. 5 inches of manifold pressure and 2450 RPM.
Do not use a canvas cover on the windshield unless freezing rain or
CUMB sleet is anticipated. Canvas covers may scratch the plastic surface.

Power settings for climb must be limited to 36. O inches Hg. with 2700
above 20, 000
PA INTED SURF A CES
RPM below 20, 000 feet and placarded manifold pressures
feet. However, to save time and fuel for the over-all trip, it is recom" The painted exterior surfaces of your new Cessna require an initial
mended that the normal cruising climb be conducted at 130 to 160 MPH curing period which may be as long as 90 days after the finish is applied.
IAS, using approximately
75°/opower (30. 0 inches Hg. manifold pressure,
During this curing period some precautions should be taken to avoid dam-
2450 RPM· aging the finish or interfering with the curing process. The finish should
be cleaned only by washing with clean water and mild soap, followed by a
The mixture should be leaned in this type of climb to give the desired rinae water and drying with cloths or a chamois. Do not use polish or
fuel flow in.the climb dial range (blue segment) which is approximately
wax, which would exclude air from the surface, during this 90-day curing
best power mixture· period. Do not rub or buff the finish and avoid flying through rain, hail,
or sleet.
If it is necessary to climb rapidly to clear mountains or reach favor-
able winds at high altitudes, the best multi-engine rate-of-climb speed Once the finish has cured completely, it may be waxed with a good
of 126 MPH IAS should be used with maximum power. During maximum automotive wax. A heavier coating of wax on the leading edges of the
performance climbs, the mixture should remain in the takeoff power wings, tail, engine nose cap and propeller spinner will help reduce the
range up to the engine critical altitude and at the appropriate climb power abrasion encountered in these areas.
range above critical altitude. It is recommended that the auxiliary fuel
pumps be ON, and the mixture remain at the climb mixture setting for
approximately 5 minutes after establishing cruising flight before leaning PROPELLERC A RE
is initiated. This procedure will eliminate fuel vaporization problems
likely to occur from rapid altitude changes· Preflight inspection of propeller blades for nicks, and wiping them oc-
casionally with an oily cloth to clean off grass and bug stains will assure
If an obstruction ahead requires a steep climb angle, the aircraft long, trouble free seryice. It is vital the small nicks on the propeller,
should be flown at the best multi-engine angle of climb speed with flaps particularly near the tips and on the leading edges, are dressed out as
up and maximum power. This speed varies from 100 MPH at sea level
5-3
2-7
soon as possible since these nicks produce stress concent,rations, and if to 103 MPH at 20, 000 feet. Performance data for maximum climb,
ignored, may result in cracks. Never use an alkaline cleaner on the cruise climb and single-engine climb are prespnted in the Cessna Model
blades; remove grease and dirt with Stoddard solvent. Do not feather the 414 Flight ManuaL
propellers below 700 RPM as this may damage the hub mechanism.
If the optional pressurization system is installed, the planned cruise
altitude plus 500 feet should be set in the window showing altitude for
INTERIOR CARE maximum differential. This setting is made using the cabin altitude
control knob and will, therefore, show the cabin altitude which will be
To remove dust and loose dirt from the upholstery, headliner, and maintained. If the cruising altitude of the flight is to be less than 10, 000
carpet, clean the Interior regularly with a vacuum cleaner feet, the cabin rate control knob may be left in the MIN position through-
out the climb. If the cruise altitude is to be higher than 10, 000 feet, the
Blot up any spilled 11quid promptly with cleansing
.

tissue or rags.
. .

cabin rate control knob should be adjusted as the climb progresses, such
Don't pat the spot; press the blotting material firmly and hold it for sev-
.

eral seconds. Continue blotting until no more liquid is taken up. Scrape
that the selected cabin altitude is reached at approximately the same time
the aircraft reaches cruising altitude. This will permit a high aircraft
off sticky materials with a dull knife, then spot-clean the area.
rate of climb to be used and still provide a comfortable environment for
Oily spots may be cleaned with household spot removers, used spar-
the passengers.
ingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never satu
rate the fabric with a volatile solvent; it may damage the padding and back-
CRUISE
ing materials.
Tabular cruising information for normal cruising power and altitudes
is presented in Section VI. These charts are based on 600, 978 and 1218
Soiled upholstery and carpet may be cleaned with foam-type detergent,
used according to the manufacturer's instructions. po nds of fuel for cruise, recommended lean mixture, 6350 pounds gross
To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a vacuum weight, sero wind, and no fuel reserve. Allowances for warm-up, take-
cleaner, off and climb, headw1nds, variations in mixture Jeaning technique and
fuel reserve whould be estimated; the endurance and range shown in the
The plastic trim, instrument panel and control knobs need.only be charts should be modified accordingly. Fuel allowances for takeoff and
wiped with a damp cloth. Oil and grease on the control wheel and control dimb are also given in the 414 Flight Manual.
knobs can be removed with a cloth moistened with kerosene. Volatile sol-
vents, such as mentioned in paragraphs on care of the windshield, must Normal cruising requires between 50% and 70% power. The manifold
never be used since they soften and craze the plastic. 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% (30. O inches
FLYA BLES TO RA GE Hg. manifold pressure, 2450 RPM), may be used if desired. Various per-
cent powers can be obtained with a number of combinations of manifold
Flyable storage applies to all aircraft which will not be flown for an in_ pressures, engine speeds, altitudes and outside air temperatures.
definite period but which are to be kept ready to fly with the lease possible
preparation. If the aircraft is to be stored temporarily, or indefinitely ' The power computer is marked with two fuel flow scales. These
refer to the Service Manual for proper storage procedures. scales are provided to ensure that you can obtain the maximum perfor-
mance and utilization from your Cessna. The inner fuel flow scale
Aircraft which are not in daily flight should have the propellers rotated, (marked recommended lean) should be utilized for all normal cruise per-
by hand, five revolutions at least once each week. In damp climates and formance. Data shown in Section VI are based on recommended lean mix-
in storage areas where the daily temperature variation can cause conden- ture. The outer fuel flow scale (tnarked best power) will provide maxi-
mum speed for a given power setting. The speed will be approximately
5-4
2-8
 sation, propeller rotation should be accomplished more frequently. Ro-
two MPH greater than the speed with recommended lean mixture. Opera- tating the propeller an odd number of revolutions redistributes residual
tion at best power mixture will significantly increase exhaust system, oil on the cylinder walls, erankshaft and gear surfaces and repositions
turbocharger, engine valve and ring life, particularly the exhaust system. the pistons in the cylinders, thus preventing corrosion. Rotate propellers
For additional cruise fuel flow setting information refer to Fuel Flow as follows:
Management in this section.
(1) Throttles IDLE.
-

For a given throttle setting, select the lowest engine speed in the (2) Mixtures IDLE CUT-OFF.
-

green arc range that will give smooth engine operation without evidence (3) Magneto Switches OFF. -

of laboring. (4) Propellers ROTATE CLOCKWISE.

-
Manually rotate propellers
five revolutions, standing clear of are of propeller blades.
For best propeller synchronizing, the final adjustment of the propeller
controls should be made in a DECREASE RPM direction, Keep fuel tanks full to minimize condensation in the fuel tanks. Main-
tain battery at full charge to prevent electrolyte from freezing in cold
The cowl flaps should be adjusted to maintain the cylinder head tem- weather. If the aircraft is stored outside, tie-down aircraft in anticipa-
perature near the middle of the normal operating (greenarc) range to tion of high winds. Secure aircraft as follows:
assure prolonged engine life.
(1) Secure rudder with the optional rudder gust lock or with a con-
Refer to Auxiliary Fuel System paragraph in Section VII for proper trol surface lock over the fin and rudder. If a lock is not avail-
fuel system management when the auxiliary fuel tanks are used. Ad- able, caster the nose wheel to the full left or right position.
ditional information on managing the wing locker fuel system is avail- (2) Install control column lock in pilot's control column, if available.
able in Section VII. If column look is not available, tie the pilot's control wheel full
aft with a seat belt.
If the optional pressurization system is installed, the cabin rate of (3) Tie ropes or chains to the wing tie-down fittings located on the
climb control should be placed in the MIN position to provide the least underside of each wing. Secure the opposite ends of the ropes or
cabin rate of clirib as small changes occur. chains to ground anchors. Chock the main landing gear tires; do
not set the parking brake if a long period of inactivity is antici-
For flight in an icing environment, refer to the alternate induction air pated as brake.seizing can result.
system in the following paragraph. (4) Secure a rope (no chains or cables) to the upper nose gear trun-
nion and secure opposite end of rope to a ground anchor. Chock
the nose landing gear tire.
A LTERN A TE INDUCT ION A I RSYSTEM (5) Secure the middle of a rope to the tail tie-down fitting. Pull
each end of rope at a 45-degree angle and secure to ground
The influction system employed on these engines is considered to be anchors at each side of the tail.
non-icing. However, two manually operated alternate induction air sys- (6) After 30 days, the aircraft should be flown for 30 minutes or
tems are incorporated to assure satisfactory operation. Should the induc- run engines on the ground until oil temperatures reach operating
tion air inlet, or the induction system air filter become obstructed with temperatures.
ice, the alternate air doors should be manually opened by pulling the al-
ternate air controls to the first detent. The opening of these alternate
air doors will provide the engine with cool unfiltered air. If a decrease
in manifold pressure is again experienced, it is an indication of SEVERE
icing conditions and that the alternate air inlet source has iced up. Under
these circumstances, the alternate air controls should be pulled full open
which will admit warm unfiltered air to the engines, Both systems will
provide continued satisfactory engine operation.
5-5
2-9
 Since the higher intalte air temperature, when using the manual (hot)
NOTE alternate inðuction air system, results in a decrease in engine power and
turbocharger capability, it is recommended that this system should not
Excessive ground operation is to be avoided so be utilized until indications of alternate air inlet source icing is actually
that maximum cylinder head temperatures are observed,
not exceeded.
Should additional power be required, the following procedure may be
employed:
INSPECTION SERVICE AND INSPECTION PERIODS (1) IncreaseRPMasrequired.
(2) Move throttles forward to maintain desired manifold pressure.
With your aircraft you will receive a Customer Care Program booklet' (3) Readjust mixture controls for smooth engine operation.
Coupons attached to the booklet entitle you to an initial inspection and the
first 100-hour inspection at no charge. If you take delivery from your During ground operation, the alternate air doors should be closed to
Dealer.he will perform the initial inspection before delivery of the air¯ prevent engine damage caused by inhaling debris through untiltered air
craft to you. If you pick up the aircraft at the factory, plan to take it to ducts.
your Dealer reasonably soon after you take delivery of it. This will per-
mit him to check it over and to make any minor adjustments that may ap-
pear necessary... Also, plan an inspection by your Dealer at 100 hours or NOTE
180 days, whichever comes first. This inspection is also performed for
you by your Dealer at no charge. While these important inspections will Should it become necessary to use heated alternate
be performed for you by aný Cessna Dealer, in most cases you will pre¯ air, the pressurization air switches must be placed
fer to have the Dealer from whom you purchased the aircraft accomplish in the DUMP position to prevent nacelle fumes from
this work. entering the cabin. This action will result in loss
of pressurization, therefore, if the flight is above
Federal Aviation Regulations require that all aircraft have a periodic 10, 000 feet, all occupants should use oxygen or an
(annual) inspection as prescribed by the administrator, and performed by emergency descent procedure (see Section HI)
a person designated by the administrator. In addition, 100-hour periodic should be initiated.
inspections made by an "appropriately-rated mechanic" are required if
the aircraft is flown for hire. The Cessna Aircraft Company recommends
the 100-hour periodic inspection for your aircraft. The procedure for
this 100-hour inspection has been carefully worked out by the factory and STAL
is followed by the Cessna Dealer Organization. The complete familiarity
of the Cessna Dealer Organization with Cessna equipment and with factory¯
The stall characteristics of the aircraft are conventional. Aural warn-
approved procedures provides the highest type of service possible at low¯
ings are provided by the stall warning horn between 5 and 10 MPH above
er cost.
the stall in all configurations. The stall is also preceded by a mild aero-
dynamic buffet which increases in intensity as the stall is approached.
OWN ER FOLLO W- UPSYSTEM The power-on stall occurs at a very steep angle with or without flaps. It
is difficult to inadvertently stall the aircraft during normal maneuvering.
Your Cessna Dealer has an Owner Follow-up Power-off weight and various are
informa- stall speeds at maximum bank angles
System to notify you when he receives
presented in Section VI.
tion that applies to your Cessna. In addition, if
you wish, you may choose to receive similar no-

5-6 2-10
 tification, in the form of Service Letters, direct-
NOTE ly from the Cessna Customer Services Depart-
ment. A subscription form is supplied in your
The stall warning system is inoperative when the customer Care Program booklet for your use
battery switch is in the OFF position- should you choose to request this service. Your
Cessna Dealer will be glad to supply you with de-
tails concerning these follow-up programs, and
stands ready, through his Service Department, to
MANEUVERING FLIGHT supply you with fast, efficient,.low cost service.
No aerobatic maneuvers, including spins, are approved in this aircraft.
The aircraft is, however, conventional in all respects throligh the maneu~ PU BLICATIONS
vering range encountered in normal flight.
Included in your aircraft file are various manuals which describe the
operation of the equipment in your aircraft. These manuals plus many
SPINS other supplies that are applicable to your aircraft, are available from
your Cessna Dealer, and, for your convenience, are listed below.
Intentional spins are not permitted in this aircraft. Should a spin
occur, however, the following recovery procedures should be employed:
O OWNER'S MANUALS FOR YOUR
(1) AIRCRAFT
Cut power on both engines.
ELECTRONICS -
400 and 800 SERIES
(2) Apply full rudder opposing the direction of rotation.
NAV-O-MATIC
(3) Approximatelv 1/2 turn after applying rudder, push control AUTOPILOT -
400A
wheel forward briskly. INTEGRATED FLIGHT CONTROL SYSTEM 300, 400 & 800
(4) To expedite recovery, add power to the engine toward the inside RADAR
of the direction of turn.
(5) Pull out of the resulting dive with smooth, steady control pres- O FAA FLIGHT MANUAL
sure.
SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
LETDOWN ENGINE AND ACCESSORIES
ELECTRONICS 400 and 800 SERIES
-

AUTOPILOT NAV-O-MATIC
-
400A
Power should be reduced slowly to a manifold pressure and RPM which
INTEGRATED FLIGHT CONTROL SYSTEM 300, 400 & 800
will provide the desired airspeed and rate of descent. Sufficient power HEATER AND CÓMPONENTS
should be maintained, however, to keep cylinder head temperatures in the TURBOCHARGER AND CONTROLS
green are and maintain cabin pressurization. The optimum engine speed
in a letdown is usually the lowest one in the RPM green arc range that @ COMPUTER
will allow cylinder head temperatures to remain in the recommended SALES AND SERVICE DEALER DIRECTORY
operating range. g
O DO'S AND DON'TS ENGINE BOOKLET
If the optional pressurization system is installed, the cabin altitude
control should be set to give a cabin altitude equal to pattern altitude plus Your Cessna Dealer has a current catalog of all Customer Services
500 feet. As the descent continues, the cabín rate of climb control is Supplies that are available, many of which he keeps on hand. Supplies
adjusted to reach the selected cabin altitude (zero cabin pressure at the which are not in stock, he will be happy to order for you.

2-11 5-7
 same time the aircraft reaches pattern altitude plus 500 feet). This sys-
AIRCRAFT FILE tem permits high rates of aircraft descents while maintaining a comfort-
able environment for passengers.
There are miscellaneous data, information and licenses that are a part
of the aircraft file. The following is a checklist for that file. In addition, To prevent confusion-in interpreting which 10, 000 foot segment of alti-
a periodic check should be made of the latest Federal Aviation Regulations tude is being displayed on the altimeter, a striped warning segment is ex-
to insure that all data requirements are met. posëd on the face of the altimeter at all altitudes below 10, 000 feet.

A. To be displayed in the aircraft at all times:

BEFORE LANDING
(1) Aircraft Airworthiness Certificate
(FAA Form 8100-2).
(2) Aircraft Registration Certificate (AC Form 8050-3). If fuel has been consumed at uneven rates between the two main tanks
(3) Aircraft Radio Station License (Form FCC-556, if transmitter because of prolonged single-engine flight, it is desirable,to balance the
installed). fuel load by operating both engines from the fullest tank. However, if
there is sufficient fuel in both tanks, even though they may have unequal
B. To be carried in the aircraft at all times: quantities, it is important to switch the left and right selector valves to
the left and right main tanks respectively, feel for detent, and check the
(1) Weight and Balance, and associated papers (latest copy of the fuel pumps ON for the landing. This will provide an adequate fuel flow to
Repair and Alteration Form, Form FAA-337, if applicable). each engine if a full-power go-around is necessary.

li
(2) Aircraft Equipment List.
(3) Cessna Model 414 FAA Approved Aircraft Flight Manual.
(4) Pilot's Checklist. g.
NOTE
C. To be made available upon request:
Make sure maximum gross weight does not exceed
(1) Aircraft Log Book. 6200 pounds before attempting landing.
(2) . Engine Log Books.

I
Landing gear extension before landing is easily detected by a slight
NOTE
change in aircraft trim and a slight "bump" as the gear locks down. Illu-
mination of the gear-down indicator lights (green)is further proof that the
Cessna recommends that these items plus theOwner's gear is down and locked. The gear unlocked indicator light will illuminate
Manual, Power Computer, Customer Care Program booklet while the
when the gear uplocks are released and will remain illuminated
and Customer Care Card, be carried in the aircraft at all gear is in transit. The unlocked light will extinguish when the gear has
times. locked down. If it is reasonably certain that the gear is down and one of
the gear-down indicator lights is still not illuminated, the malfunction
could be caused by a burned out light bulb. This can be checked by push-
Most of the ing the press to test button. If the bulb is burned out, it can be replaced
the
.

items listed are required by United States Federal

with the bulb from any post light, or the landing gear unlocked (red) indi-
-

,·
Anation Regulations. Since the regulations of other nations may require
other documents and data, owners of exported aircraft should check with c ator li gh t
.

their own aviation officials to determine their individual requirements'

A simple last-minute recheck on final approach should confirm that all
applicable switches are on, the gear-down indicator lights (green) il-
.are

2-12
5-8
Iuminated, the gear unlocked indícator light (red) is extinguished, the pro'
peller and mixture controls are full forward, and the cabin pressurization LUBRICATION AN D SER VICIN G PROCE DURES
switch is in the DEPRESSURIZE position.
Specific information is provided here for items requiring
servicing
daily attention. A Servioing Intervals Checklist is included to inform the
LAN DIN G pilot when to have other items checked and serviced. Refer to inside
back cover for Servicing Requireinents.
Landings are simple and conventional in every respect. If power is
used in landing approaches, it should be eased off cautiously near touch~
DAILY
down, because the "power-on" stall speed is considerably less than the
"power-off" stall speed. An abrupt power reduction at five feet altitude
DOOR AND EMERGENCY EXIT --
Check seals for cuts, abrasions
could result in a hard landing if the aircraft is near stall speed.
and general condition.
45°
Landings on hard-surface runways are performed with flaps from
FUEL TANK FILLERS Service --
after each flight. Keep full to re-
107 MPH IAS approach, using as little power as practicable. A normal
flare-out and power is reduced in the flare-out.
tardcondensation in tanks.
is made, The landing is
made on the main wheels first, and remaining engine power is cut im- FUEL TANK SUMP DRAINS --
Drain before first flight each day and
mediately after touchdown. The nosewheel is gently lowered to the ground
after each refueling.
and brakes applied as required. Short field landings on rough or soft run-
ways are done in a similar manner except that the nosewheel is lowered FUEL STRAINER DRAINS Drain about two (2) ounces of fuel from
--

to the runway at a lower speed to prevent excessive nose-gear loads' each fuel strainer before first flight each day and after refueling.
Crosswind landings are performed with the least effort by using the FUEL LINE CROSSFEED DRAINS Drain about two (2) ounces
--
of
crab method. However, either the wing-low, crab or combination method fuel from each valve before first flight each day.
may be used. Crab the aircraft into the wind in a normal approach using
a minimum flap setting for the field length. Immediately before touch-
OIL DIPSTICKS Check oil level before each flight.
--
Do not operate
down, the aircraft is al1gned with the flight path by applying down-wind
on less than 9 quarts. To minimize loss of oil through breather, fill
rudder. The landing is made in nearly three-point attitude, and the nose-
wheel is lowered to the runway immediately after touchdown. A straight
to 10 quart level for normal flights of less than 3 hours. For extended
flight, fill to capacity which is 13 quarts for each engine sump includ-
course is maintained with the steerable nosewheel and occasional braking
Ing oil filter.
if necessary.

OIL FILLERS --
When preflight check shows low oil level, service
Landing performance data is presented in Section VI.
with aviation grade engine oil; SAE 50 above 40°F and SAE 10W30 or
40°F. (Multi-viscosity
SAE 30 below oil with a range of SAE 10W30
AFTER LANDING is recommended for improved starting and turbocharger controller
operation in cold weather.) Detergent or dispersant oil, conforming
to Continental Motors Specification MHS-24A, must be used. Your
Heavy braking in the landing roll is not recommended because skidding
.

Cessna Dealer can supply approved brands of oil.

the main wheels is probable with resulting loss of the braking effective-
ness and damage to the tires. It is best to leave the flaps fully extended
throughout the landing roll to aid in decelerating the aircraft. After leav-
ing the active runway, the flaps should be retracted. Be sure the flaps
switch is identified before placing it in the UP position. The auxiliary

2-13 5-9
 fuel pump switches are turned to LOW while taxiing. The fuel pumps
must be turned OFF prior to stopping engines.
NOTE
Parking is normally accomplished with the nosewheel aligned straight
.To promote faster ring seating and improved oil ahead. This simplifies the steering during subsequent departures from
control, your Cessna was delivered from the
the parking area. However, if gusty wind conditions prevail, the nose-
factory with straight mineral oil (non-detergent)' to extreme right or left position.
wheel should be castered This forces
This "break-in" oil must be used only for the first the rudder against the rudder stop which minimizes buffeting of the rud-
20 or 30 hours of operation, at which time it must
der in gusty wind.
be replaced with detergent oiL
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 selector valve handles in the OFF position if the aircraft is receiving
Check oxygen pressure
. . .

OXYGEN CYLINDER -
gage for anticipated is anticipated, the
normal usage. However, if a long period of inactivity
requirements before each flight. Refill whenever pressure drops be-
fuel selector valve handles should be turned OFF to preclude any possible
low 300 PSI.
fuel seepage that might develop through the metering valve.
TIRES -
Check tires for proper inflation.

WINDOWS AND WINDSHIELDS --

Check for deep scratches and cracks.

I
NOTE
SERVICING INTERVALS CHECKLIST Do not leave the fuel selector handles in an inter-
EACH 50 HOURS mediate position, as fuel from the maintip tanks
will transfer into the auxiliary tanks.
OIL SUMP DRAINS AND OIL FILTERS Change oil, clean screens--

and remove and replace filters every 50 hours. Change oil at least
every four months even though less than 50 hours have accumulated·
Reduce these periods for prolonged operation in dusty areas, in cold
NIGHT FLYlNG
climates, or where short flights and long idle periods are encountered •

which cause sludging conditions. Always change oil whenever oil on Before starting the engines for a night flight, the master panel switch
dipstick appears dirty. should be turned on and the rheostats adjusted to provide enough illumina-
tion to check all switches, controls, etc.
BATTERY Check electrolyte
--
level every 50 hours (at least every
30 days) or more often in hot weather. Navigation lights are then checked by observing illumination in the
small peep holes in inboard leading edges of the wing tip tanks and reflec-
ALTERNATE STATIC SOURCE DRAIN -
Open drain valve to remove tion from the pavement or ground below the tail light. The operation of
accumulated moisture, then close- the rotating beacons should be checked by observing the reflections on the
INDUCTION Am FILTER --
Service every 50 hours, more often under ground and on the tip tanks and wings. The retractable landing lights (the
dusty conditions. right landing light is optional equipment) may be extended and checked
momentarily. Returning the landing light switches to OFF, turns the
lights off but leaves them extended ready for instant use.
EACH 100 HOURS
Before taxi, the interior lighting intensity is normally decreased to the
SHIMMY DAMPENER --
Check and fill as required. minimum at which all the controls and switches are visible. The Laxi

2-14
5-10
 BRAKE MASTER CYLINDERS Check fluid level in reservoirs
--
and
light should be turned on prior to taxiing at night. The landing lights, if fill as required through plugs on.cylinder heads. Fill with hydraulie
used during taxiing, should be used intermittently to avoid excessive drain fluid (Red).
on the batteries. In the engine runups, special attention should be direct-
ed to alternator operation by individually turning the selector switch to VACUUM RELIEF VALVE --
Remove breather and clean.
L ALT and R ALT and noting response on the voltammeter.
HEATER FUEL FILTER --
Remove and clean with unleaded gasoline.
Night takeoffs are conventional, although the gear retraction operation
is usually delayed slightly to insure that the aircraft is well clear of the OIL SEPARATORS --
Remove and clean,
runway.
CABIN PRESSURIZATION AIR DUMP VALVES --
Check for leaks and
In cruising flight, the interior lighting intensity should be decreased proper operation.
to the minimum which will provide adequate instrument legibility.
EACH SOO HOURS
COLD WEATHEROPERAflON
SHOCK STRUTS --
Check and fill as required.
Whenever possible, external preheat should be utilized in cold weather.
The use of preheat materially reduces the severity of conditions imposed WHEEL BEARINGS Lubricate.
--
Lubricate at first 100 hours and
on both engines and electrical systems. It is the preferred or best each 500 hours thereafter. If more than the normal number of take-
method of starting engines in extremely cold weather. Preheat will thaw offs and landings are made, extensive taxiing is required, or the air-
the oil trapped in the oil coolers and oil filters, which will probably be craft is operated in dusty areas or under seacoast conditions, it is
congealed prior to starting in very cold weather. When the oil pressure recommended that cleaning and lubrication of wheel bearings be ac-
gage is extremely slow in indicating pressure, it may be advisable to fill complished at each 100-hour inspection.
the pressure line to the gage with kerosene or JP4.
VACUUM SYSTEM FILTER --
Replace.

NOTE
NOTE
During cold weather operation it is advisable to
rotate propellers through four complete revolu- Servicing intervals in the above checklist are
tions, by hand, before starting engines. recommended by The Cessna Aircraft Company.
Depending upon the type of operation, Govern-
ment regulations may require servicing and in-
spection of additional items. For these require-
If preheat is not available, external power should be used for starting ments Owner's should check with aviation officials
because of the higher cranking power required and the decreased battery in the country where the aircraft is being operated.
output at low temperatures. The starting procedure is normal; however,
if the engines do not start immediately, it may be necessary to position
the primer switch to LEFT or RIGHT for 5 to 10 seconds.

Manual heat exchanger air shutoff valves have been provided to in-
crease passenger comfort and heating system efficiency during cold

5-11
2-15
 weather operation. These manual controls, Figure 2-2, are located on
the instrument panel.
All left-hand (LH) and right-hand (RH) directions given are as viewed
........................
from the cockpit.

During cold weather operation, it is suggested that the right-hand or

both the right-hand and left-hand heat exchanger air shutoff valves be
closed. This will allow higher pressurization air temperatures, elimi-
nating cold air drafts and decreasing cabin heater requirements.

Figure 2-2 can be used as a guide in positioning the shutoff valve con-
trols. If the closing of the RH or both shutoff valves is questionable due
to the temperature at ground level, it is suggested that the colder tem-
perature be assumed. If it then becomes too warm in the cabin, the man-
ual control(s) may be rotated counterclockwise to emit cooling air. This
procedure is recommended as it allows a more rapid cabin temperature
adjustment.

AIRTEMPERATURE MANUAL
OUTSIDE SHUTOR
ATGROUNDLEVEL CONTROL
POSITION

Above 70° F Both controis-FULL cABINPRESSAIR

COUNTERCLOCKWiSE
w w
70° to 35° F RH Control Only-
FULL CLOCKWISE

Below 35° F Both Controls-

FULL CLOCKWISE

Figure 2-2

5-12 2-16.
 NOTE

When necessary to close only one valve, rotate the

FOUR FOURTEEN
smlm a
OPER ATION AL DATA
RH shutoff valve clockwise as this will allow the
LH heat exchanger to provide cool air through the
upper cabin air outlets, when desired.
The operational data charts on the following pages are presented for
two purposes: first, so that you may know what to expect from your air-
After a suitable warm-up period (2 to 5 minutes at 1000 RPM, if pre- craft under various conditions, and second, to enable you to plan your
heat is not used) accelerate the engines several times to higher RPM. flight in detail and with reasonable accuracy.

The propellers should be operated through several complete cycles to

You will find that using the charts and your Power Computer
warm the governors and propeller hubs. If the engines accelerate
will pay dividends in over-all efficiency.
smoothly and the oil pressure remains normal and steady, the aircraft
is ready for takeoff.
The data in the charts has been compiled from actual flight tests with
the aircraft and engines in good condition and using average piloting tech-
niques. Note also that the range charts make no allowances for wind,
NOTE
navigational errors, warmup, takeoff, climb, etc. You must estimate
these variables for yourself and make allowances accordingly.
The waste gate actuators will not operate satisfac-
Additional operational data, presented in graphical form, is available
torily with engine oil temperatures below the lower Aircraft
m your Cessna Model 414 FAA Approved Flight Manual.
.

limit of the operating range (75 ). With oil tem-

. .

peratures near the bottom of the operating range,

the throttle Inotions should be very slow and care
exercised to prevent exceeding the 36. 0 inches Hg. A I RSPEEDNOMENCL A TURESUMM A RY
manifoldpressurelimit' WEIGHT 6350 POUNDS
GROSS
MULTI-ENGINE MPH-lAS SINGLE ENGINE MPH-lAS

During cruise, the propellers should be exercised at half-hour

Takeoff & Climb to 50 Ft. Minimum Control Speed 97
inter' (0° Flaps) 105 Takeoff & Climb to 50 Ft.
. . . . . .

vals to flush the cold oil from the governors and propeller hubs. Elec¯ .

Best Angle of Climb Speed

. . . . . . . .

100
(0° Flaps) 105
trical equipment should be managed to assure adequate alternator charg¯ . . . . . . . . . . . . . . . . . . .

Best Rate-of-Climb Speed 126 Best Angle of Climb Speed 112

ing throughout the flight, since cold weather adversely affects battery
... ...

Landing Approach Speed Best Rate-of-Climb Speed ... 119

capaci (15° -
45 Flaps) 107 Landing Approach Speed
. . . . . . . . . .
(16° 45°
Maneuvering Speed 180 -
Flaps) 117
During letdown, watch engine temperatures closely and carry suffi¯ ..... ..... .........

Structural Cruise speed 230 When Landingis Assured 107

cient power to maintain them above operating
...... ...

minimums' Never Exceed Speed

(Red Line) L 266
The pitot, tip tank vents and stall warning heater switch should be turn-
. . . . . . . . . . . . . .

ed ON at least 5 minutes before entering potential icing conditions (2 min-

utes if on ground) so that these units will be warm enough to prevent for-

6-1
2-17
 AIRSPEED CO RRECTIO NT A BLE mation of ice. Preventing ice is preferable to attempting its removal
once it has formed.

FL APS 0° FL APS 15° *

FLAPS 45° **
Refer to Section VII for optional cold weather equipment.

IAS, MPH CAS, MPH IAS, MPH CAS, MPH IAS, MPH CAS, MPH
FUELSYSTEM
80 86 80 81 80 80
100. 102 90 90. 5 90 90 Fuel for each engine is supplied by a main tank (50 gallons usable) on
120 118 100 100 100 99. 5 each wing tip. Each engine has its own complete fuel system; the two sys-
140 137 110 110 110 109 tems are interconnected only by a cross feed for emergency use. Vapor
160 156. 5 120 119. 5 120 118 and excess fuel from the engines are returned to the main fuel tanks. Sub -

180 176 130 129. 5 130 127 merged electric auxiliary pumps in the main fuel tanks supply fuel for
200 195 140 139 140 136 priming and starting, and for engine operation as a back up system to the
220 214. 5 150 148 150 145 engine-driven pumps. Refer to Figure 2-3 for Fuel System Schematic
240 234 160 157 160 154 and Auxiliary, and Optional Wing Locker Fuel Systems paragraphs in
260 254 . 170 165. 5 167 160 Section VII for additional fuel system management information.
280 273. 5 187 180
* Maximum flap speed 180 MPH CAS
NOTE
** Maximum flap speed 160 MPH CAS

6-1 ® It is recommended that the mixture remain at

Figure
the climb mixture setting for approximately 5
minutes after establishing cruising flight before
leaning is initiated.
STALL SPEED CHART
MPH(IAS IS APPOXIMAT E) O For normal operations, the fuel pumps will be
6350 POUNDS GROSS WElGHT ON when operating from main tanks and will be on
LOW when operating on auxiliary tanks or switch-
ANGLE OF BANK ingtanks.
CONFIGURATION 0° 20° 40° 60°

IAS CAS IAS CAS IAS CAS IAS CAS

--- --- -- -- --- ------ - A continuous duty tip tank transfer pump is installed in each main tip
Gear and Flaps Up 93 96 97 99 110 110 tank. The pumps assure availability of all tip tank fuel to the engine sup-
139 136 protect-
ply line during high angles of descent. Each pump is electrically
Gear Down and Flaps 15° ed hy the respective landing light circuit breaker. When the right-hand
92 92 95 95 105 105 131 130
landing light is not installed, a circuit breaker is installed to protect the
Gear Down and Flaps 45° right-hand transfer pump. During preflight inspection these pumps can
81 81 83 83 92 92 115 114
be checked for operation by listening for a pulsing sound emanating from
the aft tip tank faírings with the battery switch in the ON position.
Figure 6-2

6-2
2-18
FUEL SELECTOR VALVE HANDLES

The fuel selector valve placards are marked LEFT ENGINE OFF,
LEFT MAIN, RIGHT MAIN for the left engine selector and RIGHT EN-
GINE OFF, RIGHT MAIN, LEFT MAIN for the right engine selector. ...

The crossfeed position of each selector valve is the one marked for the
opposite main tank.

The fuel selector valve handles form the pointers for the selectors.
The ends of the handles are arrow-shaped and point to the position on the
selector placard which corresponds to the valve position.

NOTE

O The fuel selector valve handles should be turned

to LEFT MAIN for the left engine and RIGHT MAIN
for the right engine, during takeoff, landing and all
emergency operations.

@ When fuel selector Valve handles are changed

from one position to another, the auxiliary fuel
pumps should be switched to LOW, the mixture
should be in FULL RICH, and the pilot should I-
feel for the detent to insure that the fuel selector
valves are properly positioned.

For additional information, refer to Figure 2-3 for Fuel System Sche-
matic, and Section VII for Optional Auxiliary and Optional Wing Locker
Fuel information.

AUXILIARY FUEL PUMP SWITCHES

The LOW position runs the auxiliary fuel pumps at low speed and also
the auxiliary tank in-line fuel pumps if installed, providing 5. 5 PSI pres-
sure for vapor clearing and purging. The ON position runs the auxiliary
anmw aanssaua
fuel pumps at low speed, as long as the engine-driven pumps are functíon-
iaaa

ing. With an engine-driven pump failure and the switch in the ON position,
the auxiliary pump on that side will switch to high speed automatically,

Figure 6-3
2-19
6-3
 ACCELERATE STOP DISTANCE

il I lit ilt tilillitlitittiill r;jftliti il li irty

Ill IlilllEliti tillilillill Illillfl fli I
I I If it i ilbl Ill fill..HI lit
I tilt i i rigiti
1!\ ll 1

10.000

sooo
eoco

4 1 O 40 80 120 1600 2400 3200 4000 4800 5690 64GO 72 10

TEMPERATURE-DEG F TOTAL DISTANCE TO ACCELERATE AND STOP-FEET

A STANDARD TEMPERATURE
CONDITIONS EXAMPLE

Temperature TO°F. -
1. Level Hard Surface Runway. A.
- -
2. Wing Flaps UP. B. Pressure Altitude 4000 Ft.
- -
3. Cowl Flaps OPEN. C. Gross Weight 5800 Lbs.
4, 2700 RPM, 36..0 In. Hg. M. P. D. Total Distance to Stop
-
Before Releasing Brakes. (No Wind) 3170 Ft.
-
5. Engine Failure at Takeoff Speed. E. Headwind 15 MPH,
6. Heavy Braking After Engine Failure. F. Total Distance to Stop
-
(15 MPH Headwind) 2500 Ft.
providing sufficient fuel for all engine operations including emergency
takeoff.

NOTE 056

If the auxiliary pump switches are positioned to ON

for a period in excess of 60 seconds with engines in-
operative on the ground or during flight (feathered), oo,
the engines and/or aircraft may be damaged due to
fuel accumulations in the induction system. 0099

FUEL FLOW GAGE com

FU EL FLOWG A GE " °
The fuel flow gage, Figure 2-4,
is a dual instrument which indicates cas, 2

the approximate fuel consumption of

each engine in pounds per hour. The oosa ã
fuel flow gage used with the Conti- / se
nental injection system senses the 66 100 ooot OS
° "6'
pressure at which fuel is delivered
a
to the engine spray nozzles. Since Ve POWER is

fuel pressure at this point is approx" FUEL eo

imately proportional to the fuel con- FLOW
sumption of the engine, the gage is LBS/HR as

marked as a flowmeter.

The gage dial is marked with arc ,

segments corresponding to proper
fuel flow for various power settings \ o
and is used as a guide to quickly vt °
2
set the mixtures. The gage has o i
takeoff, climb and cruise markings
for various percentages of power. ° °
g° 'g
°
g°
1
The takeoff range presents the de¯ Âa ani,Sunssna
stred fuel flow (full rich schedule Figure 2-4
for proper engine cooling) for full
power (2700 RPM and 36. O in. Hg.)
operation under all conditions up to 20, 000 feet altitude. The climb range
(blue segments) presents the desired fuel flow for best power mixture at
75°/o power with 6-5
an enriched mixture for higher power settings to award Figure

2-21 6-5
 proper engine cooling during climb conditions. The cruise range pre-
sents the desired fuel flow for recommended lean mixture at the specified
.
igg i percent power. For more accurate cruise fuel flow settings refer to your
--- --
power computer and the Fuel Flow Management information below.

to i 1 FUELFLOW MANAGEMENT

For normal cruise conditions the power computer should be utilized

to set the fuel flows for the recommended lean mixtures. The power
computer is based on true OAT, which is obtained by subtracting the ram
rise from the indicated OAT. A ram rise chart is provided in the pilot's
checklist and your FAA Approved Aircraft Flight Manual.

When range is not a primary consideration for setting the fuel flows,
the Best Power Scale provided on the power computer should be used.
This setting will result in a higher airspeed as well as increase the en-
gine and component life because of the lower operating temperatures.
When the optional Economy Mixture Indicator (EGT) is provided, refer
to Section VII.

FUEL QUANT1TY INDICATORS

The fuel quantity indicators are calibrated in pounds and will accurate-
ly indicate the weight of fuel contained in the tanks. Since fuel density
varies with temperature, a full tank will weigh more on a cold day than
on a warm day. This will be reflected by the weight shown on the gage.
A gallons scale is provided in blue on the indicator for convenience in
allowing the pilot to determine the approximate volume of fuel on board.

FUEL STRAINER AND TAÑK SUMP DRAINS

Refer to LUBRICATION AND SERVICING PROCEDURES, Section V.

ELECTRICAL SYSTEM
Electrical is supplied by a 28 volt, negative-ground,
energy direct
current system powered by an alternator on each engine. A 24 volt
battery is located in the left stub wing. An optional external power re-
Figure 6-6 ceptacle may be installed on the underside of the fuselage just forward

6-6 2-22
 SINGLEENGINE CLIMB DATA
ELECTRICAL POWER DISTRIBUTION SCHEMATIC
SEA LEVEL 59°F 6000 FT 41°F -12°F
5°F
10, 000 FT 23°F 15, 000 FT 5. 20,000 FT

R AL FE
GroSS Best Rate Best Rate Best Rate Best Rate Best Rate
ALT AV CS Weight Climb of Climb of Climb of Climb of Climb of
c Aviomes Pounds IAS Climb IAS Climb IAS Cumb JAS Climb lAS Climb
Bus
MPH Ft/Min MPH Ft/Min MPH Ft/Miri MPH Ft/Min MPH Ft/Min
Avro
6350 119 240 119 166 11 72 114 -12
112 -92

gragy 5800 117 400 115 308 113 217 111 125 109 35
5300 114 530 117 435 110 340 108 246 10,6 152
srAar 4800 111 650 109 . 555 109 460 106 365 104 270
BUS
() Bus
NOTE: FLAPS AND GEAR RETRACTED, INOPERATIVE PROPELLER FEATHERED, WING BANKED -

5° TOWARD OPERATING
ER ER
ENGINE, COWL FLAP CLOSED ON INOPERATIVE ENGINE, 36.0 IN.
HG. M. P.,TO 20,000 FT., PLACARD M.P. ABOVE 20,000 FT., 2900 RPM, MIXTURE AT
BATT 10°F
(gy RECOMMENDED FUEL FLOW. DECREASE RATE OF CLIMB 25 FT/MIN FOR EACH
AMMETER
SW LSTART RSTART ABOVE STANDARD TEMPERATURE FOR A PARTICULAR ALTíTUDE.
Y RELAY
EMEn

Figure 6-7

SINGLE ENGINE SERVICE CEILING

BEST CLIMB SPEED APPROXEMATELY 110 MPH IAS (RATE-OF-CLIMB = 50 FPM)

°F
OUTSIDE AIR TEMPERATURE
Gross
H NT Weight -10
0 10 20 30 40 50
L ALT
SHUM R Pounds
VOLTAMMETER L
o . - 6350 13, 700 12, 900 12, 000 11, 200 10, 400 9500 8600
l' 5800 19, 200 18, 400 17, 600 16, 760 15, 900 15, 100 14, 150
5300 21, 400 21, 100 20, 700 20, 300 19, 750 19, 100 18, 200
Nsom
L OV RELAY R OV REL 4800 23, 100 22,700 22, 300 21, 900 21, 500 21, 150 20, 700

NOTE: TABLE PROVIDES PERFORMANCE INFORMATION TO AID IN ROUTE SELECTION

WHEN OPERATING UNDER FAR 135.145 AND FAR 91.119 REQUIREMENTS.
ALT ALT
FML I *^" FEET FOR EACH 0. 10 INCH HG.
-

INCREASE INDICATED SERVICE CEILINGS 100

SENSOR SENSOR
ALTIMETER SETTING GREATER THAN 29. 92.
L ALT R ALT
L VOLT GE R OL AG ,
DECREASE INDICATED SERVICE CEILINGS 100 FEET FOR EACH 0. 10 INCH IIG.
ALIX REC REG Aux ALTIMETER SETTING LESS THAN 29. 92.
lj -
F1 F1 -
0

2-5 Figure 6-8

Figure

2-23 6-7
 WITH RECOMMENDED LEAN MIXTURE AT SEA LEVEL
of the cabin door. The receptacle accepts a standard external power
CRuisE PERFORMANCE
source plug.
Endurance Range Endurance Range . Endurance Range
RPM MP %BHP TAS Lbs/Br 600 Lbs. 600 Lbs. 978 Lbs. 978 Lbs. 1218 Lbs. 1218 Lbs.
The electrical system has independent circuits for each side with each
24eo a oÊ sÎs s 10|| alternator having its own regulator and overvoltage protection relay. The
26 63.9 188 - 175 2 3.42 642 5.58 1047 ß.95 1304 VOltage regulators are connected to provide proper-load sharing. Refer
24 59.3 182 163.5 3.67 666 5.98 1086 7,45 1352
ÍO Figure 2-5 for Electrical Power Distribution Schernatic.
68. 0 3. 25 626 5. 30 1020
2300 30
28 63.6
193
187
184. 6
113.9 3.45 646 5.62 1053
6. 60
7.00
1270
1311
'
26 58.6 181 161.7 3.71 670 6.05 1092 7.53 1360
24 53.9 174 150,8 3.98 692 6.49 1128 8.08 1405 BATTERY AND ALTERNATOR SWITCHES
2200 30 63,9 188 174.4 3.44 645 5.61 1051 6.98 1309
Separate battery and alternator switches are provided as a means of
24 50.5 .169 142.5 4.21 709 6.86 . 1156 8.55 1440 checking for a malfunctioning alternator circuit and to permit such a cir-
2100 30 59.9 182 165.2 3.63 661 5.92 1078 7.37 1343 Cut ÌO be cut off. If an alternator circuit fails or malfunctions, or when
28 55.8 177 155.7
. 145. 7
3.86 681 6.28 1109 7.82 1381 One engine is not running, the switch for that alternator should be turned
26 51.8 171 4. 12 702 6, 71 1144 8. 36 1425
Operation should be continued on the functioning alternator, using
.

24 47.4 163 135,1 4.44 725 7.24 1181 9,02 1471 Off.

CRUISE PERFORMANCE18 BAßEDONSTANDARDCONDITIONS (59 F),

only necessary electrical equipment. If both alternator circuits should
ZERO WIND, 600, 978 AND 1218 LES. OF FUEL (NO RESERVE). malfunction, equipment can be operated at short intervals on the battery
NOTE: See Range Profile, Figure 6-10, for range including climb. RIOne. In either case a landing should be made as soon as practical to
check and repair the circuits.

CRUISE PERFORMANCE WITH itECOMMENDED LEAN MIXTURE AT 5000 FT EMERGENCY POWER SWITCH
Endurance Range Endurance Range Endurance Range
RPM MP %BliP TAS Lbs/Hr 600 Lbe. 000 Lhs. 978 Lbe. 978 Ltm. 1218 Lbs. 1218 Lim.
-- -- ---- --- ----- ------ ---- ------- ---- --------
An emergency power switch, see Figure 2-6, provided in the alterna-
2450 30 72. 5 206 197. 4 3. 04 627 4. 95 1022 6, 17 1273
28 69.2 203 188.4 3.18 645 5.19 1051 6,46 1309 ÉOT System is located on the aft top side of the circuit breaker console.
26
24
64.1
59, 5
195
189
175.2
164. 3
3.43 668 5,58
5. 95
1088 6.95 1356 The emergency power switch is used when the alternators will not self-
3. 65 691 1126 7, 41 1402
excite. Placing the switch in the ON position provides excitation from -
the battery even though the battery is considered to have failed.
26 58.9 189 162.6 3.69 696 6 01 1133 7.49 1412
24 54.3 180 151.7 3.96 714 6.45 1163 8.03 1448

2200 30 64.2 196 175.2 3.42 070 5.58 1092 6.95 1361 OVERVOLTAGE RELAYS
28 59. 9 189 165. 2 3. 63 687 5. 92 1119 7. 37 1394
26 55. 2 183 154, 3 3, 89 710 6. 33 1157 7. 89 1441
2.4
i _176 1198_
1 Two overvoltage relays in the electrical system consistently monitor
aiou ao 66.2 iso 166.1 a.ei usa s.es iiis 2.22 their respective alternator output. Should an alternator exceed the nor-
mal operatîng voltage, the overvoltage relay will trip, taking the affected
24 48.3 170 137.8 4.35 741 7.10 1208 8.84 1504 alternRtOr off the line. The overvoltage relay can be reset by cycling the
CRUISE PERFORMANCE 15 BASED ON STANDARD CONDITIOIS (41 F), applicable alternator switch.
ZERO WIND, 600, 978 AND 1218 LES. OF FUEL (NO RESERVE).
NOTE: See Range Profile, Figure 6-10, for range including climb.
VOLT A MMETER

6-9 (Sheet 1 of 4 A voltammeter, see Figure 2-6, located on the circuit breaker panel,
Figure ) is provided to monitor alternator current output, battery charge or dis-
6-8
2-24
charge rate and bus voltage. A se¯ SWITCPI AND CIRCUIT BREAKER CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT10,000 FT
lector switch labeled L ALT ' Endurance Endurance Range Ëndäranck Range
CO N SO LE Range
R ALT, BATT, and VOLTS is lo- AUXiLIARY FUEL
RPM MP %BHP TAS Lbs/Hr. 600 Lbs. 600 Lbs. 978 Lbs. 978 Lbs. 1218 Lbs. 1218Jhs
cated to the right of the voltam~ PUMP SWITCHES 2450 30 12.5 216 197.4 3.04 658 4.95 1070 6 17 1333
meter. By positioning the switch MAGNETO SWITCHES
28 69.2 212 188.4 3.18 674 5.19 1099 6.46 1369

to L ALT, R ALT, or BATT posi- a 4 $Ê Sif .

1 7 $s
tion, the respective alternator or
PRIMERSWITCH 211 185.8 3.22 679 . 5.26 1109 6.56 1381
2300 30 68.3
battery amperage can be moni- as 64.2 aos 196.6 a.41 699 s.sy uti 6.94 1421
tored. By positioning the switch 26 se.s 197 163.5 s.se 723 s.se 1199 v.es 1469
STARTER SWITCHES 24 54.6 188 . 152.6 3.93 739 6.41 1205 7.98 1501
to the VOLTS position, the elec- ----- ----------- ---

39
trical system bus voltage can be VOLTAMMETER 2200 6 5 4 5 6 90 15

monitored. 26 55.8 191 155 4 3.86 737 6.29 1203 7.84 1498
24 51. 8 184 146. 1 4, 10 755 6, 69 1230 8. 34 1532

MASTER SWITCHES 2100 30 60.8 199 167.8 3.57 713 5.83 1160 7.26 1444
CI RCU ITBRE A KERS A NDSW I TCH 28 56. 7' 193 157. ô 3. 80 736 6. 21 1200 7. 73 1495
26 53. 0 186 148. 9 4. 03 749 6. 57 1220 8. 18 1520
BRE A KERS 24 49. 3 179 139 9 4..28 766 6. 99 1249 8.71 1555

All electrical systems in the CRUISE PERFORMÆCE 15 BASED ON STANDARD CONDITIONS

(23°F),

aircraft are protected by push-to- ZERO WIND, 600, 978 AND 1218 LBS. OF FUEL (NORFSERVE)

reset type circuit breakers and NOTE: See Range Profile, Figure 6-10, for rangeincludingelimb.
switch breakers (see Figure 2-6).
Should an overload occur in any
circuit, the resulting heat rise. LEAN MIXTURE ATl5,000
CRUISE PERFORMANCE WITH RECOMMENDED FT
will cause the controlling circuit
SYSTEMS SWITCH Emlurance Range Endurance Range Endurance Range
to "pop" out; opening the
,

breaker AND RPM MP %BHP TAS Lbs/Hr 600 Lbs. 600 Lbs. 978 Lbs 998 Lbs 1218 Lbs. 1218 Lbs
circuit or allowing the switch crecUIT BREAKERS 72.5 197.4 3.04 687 4.95 1120 6.17 1395
2450 30 226
breaker to return to the OFF po- 2e 89.2 222 iaa « s.ia Tos s.19 tiso 6.46 iuss

sition. After allowing to cool 'j° '4"

for approximately three minutes,
2:oo ao es. s 220 186. a a, 22 vos s. 25 1156 e. 54 1440
the circuit breaker may be pushed 28 64. 4 214 176: 4 .3, 40 727 5. 54 1186 6. 90 1477
in (until a click is heard or felt) 26 se.s 2os 168.9 a.es 752 6.97 1227 7.49 Isaa
24 54, 9 197 153. 1 3. 91 770 6. 39 1256 7. 96 1564
or the switch breaker may be re-
turned to the ON position to re- 22°° 3° 6 3
| |* (** gg gg ||
energize the circuit. However, 26 se.s 2eo 156.8 a.82 Tes e.24 1249 v.77 issa
24 52.4 191 149.4 4.06 775 6.64 1285 8.26 1576
the circuit should not be held in
or the switch breaker forced tO ALTERNATOR FIELD 2100 30 61.4 210 169,1 3,54 744 5.78 1213 7.20 1510
28 57, 4 202 159.0 3. 77 760 6. 15 1240 7. 66 1544
in the ON position if it
. .

remain FUSES 26 53.6 193 150.3 3.99 770 6.51 1256 8.10 1565
6.88 8.57,
opens the circuit a second time 24 50.2 186 142.2 4.21 783 1276 1590
EMERGENCY
as this indicates a short circuit' POWER SWITCHES CRUISE PERFORMANCE 13 BASED ON STANDARD CONDITIONS (5.5 F)
2ERO WIND, 600, 978 AND 1218 LBS. OF FUEL (NO RESERVE).

NOTE: See Range Profile, Figure 6-10, for rarige including climb.
ALTERNATOR
CIRCUIT BREAKERS

Figure 6-9 (Sheet 2 of 4)

Figure 2-6
6-9
2-25
 CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT 20,000 FT
Endurancé Ranië Endurance Range árance Range A NNUN I C A TORP A NEL
RPM MP %BHP TAS Lbs/Hr 600 Lbs. 600 Lbs. 978 Lbs. 978 Lbs. 1218 Lbs. 1318 Lbs.

5.19 1198 6.46 1491 HEATEROVHT OORWARN

2869.2231188.43.18 734
26 64. S 224 176, 9 3. 39 759 5. 53 1237 6.89 1541
TO TE$f
24 60.3 215 166.4 3.60 ??S 5.88 1264 1.32 1574 NOTE I
L ALT OUT R ALT OUT
2300 6 2 20 2303 395
5
The aircraft is equipped with
26 59.9 214 165.2 3.63 977 5.92 1268 7.37 1579 a preBS-tO-test button located t"^=0 =0
24 55, 2 204 154.0 3. 89 793 6. 35 1293 7. 91 1610
........... ....... . ...........- to the left of the annunciator
2200 30 65.2 224 178.6 3.36 153 5.48 1228 6,82 153o paneL When the button is de- N
28 80. 8 216 187. 8 3. 57 111 5. 83 1258 7, 26 1566
2ô 56.7 207 157.6 3.00 187 6.21 1283 7.73 1598 pressed all annunciator panel
.** 1.....1295 a is asia.... lights, the landing gear posi- CABIN ALT AACK COURSE

2100 30 62.1 218 190.5 3.51 767 5.74 1252 7.14 1559 . tion lights, gear unlocked light,
11 " "
1Î 1298 8.45 1617
propeller synchronizer light
24 51.1 191 144.2 4.15 796 6.78 (Optional), marker beacon
(-12°F), WINDSHIEID COURTESY LT
CRUEE PERFORMANCE 18 BASED ON STANDARD CONDITIONS lights (optional) and auxiliary
ZERO WIND, 600, 978 AND 1218 LES. OF FUEL (NO RESERVE). . ÎUOl ÍSHk ÎHOÎCRtOr lights will
NOTE: See Range Profile, Figure 6-10, for range including clirnb. be tested and all should illu- "
minate.

CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT 23,500 FT

Enduranci ËÏange Endurance Range Éndurance Range LEGEND COLOR CAUSE FOR ILLUMINATION
HPM MP %BHP TAß Lbs/Hr 600 lbs. 600 Lbs. 978 Lbs 978 Lbs. 1218 Lbs. 1218 Lbs.

2450 30 72.5 244 197,4 3.04 740 4.95 1207 6.17 1503 HEATER.OVHT AMBER Actuation of heater overheat switch.
28 69, 2 23ß 188. 4 3, 18 759 5. 19 1237 ô. 46 1541
26 64. 8 230 177. 6 3. 31 176 5. 51 1285 8. 86 1515 L A LT OUT A MBER Failure in left alternator system.
4 60.4 220 166.7 3.00 792 5,87 1291 7.31 1608
SPARE WHITE
2300 28 64.7 229 197.3 3.38 775 5.52 1264 6.87 1575 L TRANS AMBER Transfer of fuel comolete.
1 CABIN ALT AMBER Cabin Alt above 10, 000 ft.
-
--------------------------------------

T & B TEST GREEN Illuminates only when Press To Test

2200 28 61.1 222 168.7 3.55 788 5.80 1285 7.22 1601
is pushed,
.

26 59.1 212 158.5 3.78 801 6.17 1307 7.68 1628 BUÉÉOn Indicates T & B
24 53.6 203 .150.3 3.99 804 6.51 1311 8.10 1633 Cirellit IS operative.
CRU1SE PERFORMANCE IS BASEDON STANDARD CONDITIONS
(-25°F), WINDSHIELD GREEN Cycles with windshield Anti-ice.
EERO WlND, 600, 978 AND 1218 LES. OF FUEL (NO RESERVE)- INTER COMM WHITE INTER COMM call.
NOTE: See Range Profile, Figure 6-10, for range including climb DOOR WARN RED Cabin door not locked.
R ALT OUT AMBER Failure in right alternator system.
SPARE WHITE
R TRANS AMBER Transfer of fuel complete.
BACK COURSE AMBER Back Course selected.
SURF DEICE GREEN Cycles with system.operation.
COURTESY LT WHITE Door or pilot's compartment overhead
light ON.
Figure 6-9 (Sheet 3 of 4) SPARE WHITE

6-10 2-7
2-26 Figure
ROTATING BEACON
CRUISE PERFORMANCE WITH RECOMMENDED LEAN MIXTURE AT 25,000FT
The rotating beacon should not be used when flying through clouds, fog
or haze. The reflection of the rotating light beacon can cause disorienta- Endurance Range Endurance Range Éridurance Èange
RPM MP %BHP TAS Lhs/Hr 600Lbs. 800 Lbs. 978 Lbs. 978 Lbs.
tion or vertigo. If optional strobe lights are installed refer to Section 1218 Lbs. 1218 Lbs

2450 20
VII for additional information. 28
72.5 246 199.4 3.04 748 4.95 1219 0.17 1518
69.2 240. 188.4 3.18 765 5.19 1248 6.46 1554
26 64. 9 i 233 179. 8 3. 38 786 5. 50 1281 6. 85 1595
24 60. § 223 166. 9 3. 59 798 5. 86 1306 7. 30 1827

LANDING GEAR SYSTEM 2:oo as

26
64.9
60. 2
2:a irs.s .:-22 wee s.se 12ai 4.as 2ssa
222 166. 1 3.61 801 5. 89 1307 7. 33 1627
24 55.8 208 155.7 3.85 803 6.28 1309 7.82 1630
The electrically operated landing gear is fully retractable and incor- -- -- ---- --- --- ---- ---

6 1
porates a steerable nosewheeL To help prevent accidental
automatic safety switch on the LEFT shock strut prevents retraction
retraction,
as
an
24 as.a aos
|
isty a.es saa e.«s isos s.oa teso
long as the weight of the aircraft is sufficient to compress the strut. The CRUISE PERFORMANCE IS BASEDON STANDARD CONDITIONS
(-30°F)
landing gear is operated by a switch, which is identified by a wheel- ZERO WIND, 600, 098 AND 1218 LES. OF PUEL (NO RESERVE).

shaped knob. The switch positions are UP, OFF (center) and DOWN. To NOTE: See Range Profile, Figure 6-10, for range includingelimb.
operate the gear, pull-out the switch knob and move to the desired posi-
tion.

LANDING GEAR POSITION LIGHTS

There are four landing gear position indicator lights contained in two
modules located beneath the radio control panel just left of the center of
the instrument panel. One module contains three of these lights (one for
each gear) which are green and will illuminate when each landing gear is
fully extended and locked. The other light module is red and will illumi-
nate when any or all the gears are unlocked (intermediate position).
When the gear unlocked light and gear down lights are not illuminated, the
landing gear is in the UP and locked position. The gear down (green)
light module can be dimmed by turning on the MASTER PANEL switch
and utilizing the compass rheostat.

LANDING GEAR WARNING HORN

The landing gear warning horn is controlled by the throttles and the
flap preselect handle. The warning horn will sound an intermittent note
if either throttle is retarded below approximately 15 inches Hg. manifold
pressure with the landing gear retracted or if the flap handle is lowered
past the
15°
position with the landing gear in any position except extended
and locked. The warning horn can be activated by either the flap handle
or by throttle position as each functions independently of the other. The
warning horn is also connected to the UP position of the landing gear 6-9 (Sheet 4 of 4)
Figure
2-27
6-11
 RANGE PROFILE

81 MPH

15 6 MIN
03 LBS 231 MPN 218 MPH 201 MPM e pm

0 50 100 8 BSD 9 950 1000 1060 1100 1150 1200

APPROXIMATE RANGE RANGE - MILES (978 LES. USABLE FUEL)
NOTES CLIMB DISTANCE - MILES

1. Maximum nge is not Changed Appreciably 4so

I
suo
tv
I soo
goo
with Variations in Climb Power Setting and ' APPRoXIMATE RANOE RAN6E - MILES (600 LBS USABLE FUEL)
Climb Speed, i
2. Climb Fuel Includes Allowance for Start,
Taxi and Takeoff. 19co 1200 1aoo 14oo 1600
APPROXIMATE RANGE- MILES (1218 LES USABLE FUEL)

CONDITIONS EXAMPLE

- - -
1. Starting Weight 6350 Lbs. A. Cruising Altitude 20, 000 Ft. E. Range 1044 Mi,
-
2. Cruise Climb to Desired Cruise Akitude. 8, Time and Fuel Used to Climb from (978 Lbs. Usable Fuel Optional).
- -
3. Cruise Fuel Flow Recommended Lean MiKture. S. L. to 20, 000 Ft. 23.5 Min, and F. Range 587 Mi.
-
4. Zero Wind. 120 Lbs, (600 Lbs. Usable Fuel Standard).
- -
5. 45 Min, Reserve Fuel (93 Lbs.) at 45% BHP. C. Climb Distance 64. 5 Mi. G. Range 1350 Mi.
- -
D. Cruise Power and Speed 05% and (1218 Loe. Usable Fuel Optional)
*Cruise Climbat 2450 RPM 30.0 In. Hg. M. P. and 140 MPH IAS. 228 MPH TAS

8 e
o
 LANDING PERFORMANCE
NOTE .

59°F 50°F
S.L. 2500 FT. 5000 FT. 41°F 7500 FT. 32 F

The handcrank handle must be stowed in its clip be- Totai Total Totai Totai
IAs nistance Distance oistance
fore the gear will operate electrically. When the cross
Distance

handle is placed in the operating position, it disen- Weight Obstacle Ground 50 Foot Ground 50 Foot Ground 50 Foot Ground 50 Foot
gages the landing gear motor from the actuator gear. Pounds MPH . Run Obstacle Run Obstacle Run Obstacle Run Obstacle

6200 107 805 1865 865 1925 935 1995 1010 2070
5800 103 695 1755 745 1805 805 1855 872 1932
5300 99 570 1630 612 1672 660 1720 715 1775
4800 94 458 1518 490 1550 530 1590 575 1635
PRESSURIZATION SYSTEM NOTE: 45°
WING FIAPS POWER OFF, COWL FIAPS CIDSED, HARD SURFACE RUNWAY,
ZERO WIND, MAXIMUM BRAK[NG EFFORT. REDUCE IANDING DISTANCE 10%
OPERATING DETAILS FOREACH10MPHHEADWIND.

The aircraft may b4 operated in either the PRESSURIZED (including Figure 6-11
both PRESS and DEPRESS positions) mode or the DUMP (RAM) mode.
The mode selection is made with the cabin vent control knob or cabin
pressurization switch, which are located to the right and below the pilot's
control wheel. Mode of operation should be selected prior to takeoff. If
a mode selection must be made while airborne, the cabin vent control
should be moved very slowly to minimize pressure transients which
would cause discomfort to the passengers.

Pressurization air is supplied from the engine turbocharger through

the sonic venturi (flow limiter), the heat exchanger and then into the cabin.
Adequate flow to maintain pressurization is provided by either engine at
normal power settings. Power changes should be made smoothly to pre-
vent sudden changes in pressurization air inflow resulting in cabin pres-
sure transients.

The two switches which control pressurization air flow, Figure 2-9,
Imve a NORMAL and DUMP position. In the NORMAL position, pressur-
ization air enters the cabin; in the DUMP position, pressurization air is
expelled overboard prior to entering the cabin. Both switches should re-
main in the NORMAL position whether operating in the ram mode or the
pressurized mode. The DUMP position should be selectegonly in the
event that contamination of pressurization air is suspected. The pres-
surization switches and indicators of your Model 414 aircraft, located to
the left and adjacent to the pilot's control wheel, consist of two cabin
pressurization air switches, a cabin rate-of-climb indicator, a combina-
tion cabin altimeter and differential pressure indicator, a cabin
pressurize-depressurize switch and a cabin vent control knob. A warn-
ing light which illuminates at approximately 10, 000 feet cabin altitude in-
dicating a need for oxygen is located in the annunciator paneL
2-29 6-13
 5

i CABIN ALTITUDE AND 3. PRESSURIZATION AIR

DIFFERENTIAL PRESSURE SWITCHES
INDICATOR 4. CABIN PRESSURIZATION
2. CABIN RATE-OF-CLIMB SWITCH
INDICATOR 5. CABIN VENT CONTROL

Figure 2-9

Pressurization System (Standard)

The PRESSURIZE position of the cabin pressurization switch (see Fig-

ure 2-10) provides for cabin pressurization at altitudes above 8000 feet .

The cabin altiinde is maintained at 8000 feet at all aircraft altitudes be-
tween 8000 and 20, 100 feet. From 20, 100 feet to the operating ceiling of .
30, 000 feet, 4. 2 PSI differential is maintained between cabin and atmo-
sphere.

Until reaching 8000 feet, the cabin rate-of-climb, Figure 2-9, will be
equal to the aircraft rate-of-climb. At 8000 feet, tl3e cabin rate-of-climt
will drop to ZERO as pressurization begins. The cabin rate-of-climb wir.
remain approximately at this indication until the aircraft has reached an
altitude of 20, 100 feet. Above this altitude, the cabin altitude will again
begin to ascend as the aircraft ascends, but at a lesser rate than the air-
craft rate-of-climb because of the difference in ambient air density and
cabin air density. The cabin altitude reaches approximately 10, 000 feet
at an aircraft altitude of 23, 500 feet; at this time the altitude warning
light will illuminate, indicating the need for oxygen.

The cabin differential pressure of 4.2 PSI is limited by the pressure

regulator valve located in the aft portion of the cabin. This valve auto-
matically permits air to leave the cabin to maintain the desired pressure.

2-30
6-14
 CABIN AIR SYSTEM SCHEMATIC
PRESSURIZED MODE HEATER ON

PRESS AIR
OPTIONAL SYSTEMS
ORMAt

Lii RH
BIN

DEFROST AIR DUMP DEPRESSURIZE

This section contains a description, operating procedures, and per-

formance data (when applicable) for some of the optional equipment which
may be installed in your aircraft. Contact your Cessna Dealer for a com-
---FORWARD CABIN plete list of available Optional Equipment.
HEATING OUTLETS

AVIONICS MASTER SWITCHES

Two avionics master switches are provided with factory installed avi-
onics. The master switch breaker labeled AVIONICS BUS is located on
the top forward section of the side console. This switch supplies power
CABIN PRESSURIZATION from the battery bus through a circuit breaker located forward of the
Aan DuuP vALVE(CLOSED) battery bar to the individual avionics circuit breakers and is used for all
normal operations. An emergency avionics bus power switch breaker
labeled EMER POWER AVIONICS BUS is located in the lower section of
the side console and is protected by a red switch guard cover. This
CABIN-
AFT switch supplies power from the alternator bus to the individual avionics
^IR circuit breakers. The emergency avionics bus power switch is recom-
OVERHEAD DIRECTIONAL mended for use only when the avionics bus switch, associated wiring or
AIR VENTS battery circuits become inoperative.

NORMAL OPERATION

CABIN PRESSURE -
CABIN PRESSURE (1) Battery Master Switch ON.-

REGULATING VALVE DUMP VALVE (CLOSED) (2) Avionics Bus Switch -ON after engine start.
(3) Radios SET.
-

PREssunizATioN Ain
HEAT AND VENT AIR EMERGENCY OPERATION
----
MECHANICAL ACTUATION
----
ELECTRICAL ACTUATION (1) Emergency Avionics Bus Power Switch -
ON.

Figure 2-10
2-31 7-1
AUXILIARY FUEL SYSTEM the
If the regulator valve should fail in closed position, a safety (dump)
valve, also located in the aft portion of the cabin, operates as a safety
The auxiliary tanks are available in one of two sizes; 20 U. S. gal. us- valve to regulate maximum cabin differential pressure at 4, 5 PSI. This
able each wing or 31. S U. S. gal. usable each wing. The auxiliary tanks is a dual function valve which functions as a cabin dump when the DE-
are installed in each wing just outboard of each engine nacelle and feed di" PRESSURIZE position is selected with the cabin pressurization switch.
rectly to the fuel selector valves. Fuel vapor and excess fuel from the
engines are returned to the main fuel tanks. The auxiliary tank is vented Information applicable to pressurization system emergencies can be
into the main tank. The main tank is in turn vented to the.atmosphere. found in Section III.

The cabin altitude which is maintained at a given aircraft altitude is

shown in the chart below:

I
.
NOTE

Insure checklist.procedures are followed for fuel STANDARD PRESSURIZATION SCHEDULE

system management. If the auxiliary fuel pump
switch is left in the LOW position after depleting Aircraft Altitude cabin Altitude
the auxiliary wing fuel, damage will be incurred S. L. to 8000 Ft. S ame as Aircraft Altitude
to the auxiliary.in-line fuel boost pumps as they .8000 8000 Ft.
Ft. to 20,100 Ft.
require fuel for Iubrication.
23,500 Ft. 10,200 Ft.

26,300 Ft. 12,000 Ft.

When the selector valve handles are in the AUX position, the left auxi- 28,000 Ft. 13,000 Ft.
liary tank feeds the left engine and the right auxiliary tank feeds the right Ft.
engine. The fuel quantity indicator continuously indicates fuel remaining 30,000 Ft ' 14,200
in the tanks selected. When the fuel selector handles are in the AUX po- Figure 2-11
sition, AUX TANK indicator lights will illuminate and the fuel quantity
gage will indicate the fuel in the auxiliary tanks (pounds in white and gal-
lons in blue). When the fuel selector handles are in the MAIN position, The DEPRESSURIZE position of the cabin pressurization switch which
the fuel quantity gage will indicate the fuel in the main tanks. A three¯ electrically opens the aft cabin safety (dump) valve is used during ground
position switch, spring-loaded to center, allows checking fuel quantity operation and in preparation for landing to assure that the pressure inside
in the tanks not selected. The switch, adjacent to the auxiliary tank in~ the cabin is not greater than the atmospheric pressure. This condition
dicator lights, is labeled MAIN and AUX. By positioning the switch to can only occur if a landing is made at an altitude above 8000 feet, or in
the appropriate tank position, the fuel quantity in that tank will be indi" the event of a malfunction. This aircraft is not certified for landings
cated on the fuel quantity gage· with the cabin pressurized.

If the auxiliary tanks are to be used, select fuel from the main tanks should require immediate depressuri-
In the event that an emergency
for 60 minutes with 20 gal, tank and 90 minutes with 31. 5 gal. tank prior zation, this is accomplished by placing the cabin pressurization switch in
to switching to auxiliary tanks. This is necessary to provide space in the the DEPRESSURIZE position and pulling out the cabin vent control to the
main tanks for vapor and fuel returned from the engine-driven fuel pumps DUMP (RAM) position (see Figure 2-12). This electrically opens the aft
If sufficient space is not available in the main tanks for this diverted fuel, cabin safety (dump) valve and mechanically opens the ram air inlet butter-
the tanks can overflow through the vent line. Since part of the fuel from fly valve located in the nose, however pressurization aír will still flow in-
the auxiliary tanks is diverted back to the main tanks instead of being con-. to the cabin.
7-2 2-32
 sumed by theengines, the auxiliary tanks will run dry sooner than may be
anticipated. However, the main tank endurance will be increased by the
CA BIN A IRSYSTEMSCHEM A TIC returned fuel. The total usable fuel supply is available during cruisiqg
DUMP (RAM) MODE, HEATER ON flight only. An engine failure or engine-driven pump failure results in
¯"""" "" ¯~'"" ¯¯~¯¯¯

the auxiliary fuel on the side of the failure being unusable. Operation on
the auxiliary fuel tanks near the ground (below 1000 feet AGL) is not rec-
PRESS AIR
NORMAL PRESSURIZE ommended.
LH RH
CABIN
WING LOCKER FUEL SYSTEM
DEFROST AIR / DUMP .
DEPFESSURIZE
Optional wing locker fuel tanks (20 gal. usable each wing) are installed
in.the forward portion of the nacelle wing lockers. There are no separate
fuel selector controls for the wing locker fuel tanks. The wing locker fuel
is pumped directly into the main tanks with a fuel transfer pump. Indica-
FÒRWARD CABIN tor lights, mounted on the annunciator panel are illuminated by pressure
HEATING OLITLETs swîtches to indicate fuel has been transferred. The wing locker fuel
should not be transferred until there is 180 pounds or less in the main fuel
tanks to prevent overflow of the main tank fueL Fuel should be cross-fed
as required to maintain fuel balance after wing locker fuel has been trans -

ferred.
CABIN PRESSURIZATION
AIR DUMP VALVE (OPEN)

NOTE

Wing locker transfer pump switches provided on

the instrument panel, energize the wing locker
AFT CABIN
fuel transfer pumps for transferring fueL These
OVERHEAD DIRECTIONAL switches should be turned ON only to transfer fuel
AIR VENT and turned OFF when the indicator lights come ON
indicating fuel has been transferred.

DEICE BOOT SYSTEM

CABIN PRESSURE CABIN PRESSURE
REGULATING VALVE DUMP VALVE (OPEN)
OPERATING CHECKLIST
Before Entering Aircraft

(1) During the exterior inspection, check the boots for tears, abra-
HE AT A NDVENT AIR SiORS, and cleanliness. Have boots cleaned and any major dam-
---
MECHANICAL ACTUATION age repaired before takeoff.
-
ELECTRICAL ACTUAflON

Figure 2-12
7-3
2-33
During Engine Runup
NOTE
(1) Position the deice switch to ACTUATE and check the inflation
and deflation cycles. The pressure indicator light ("SURF DE- The aircraft cannot be pressurized on the ground
ICE" on the annunciator panel) should light wheri the system as the landing gear safety switch circuit is inter-
reaches 10 PSI. The deice system may be recycled as soon as connected with the aft cabin dump valve circuit.
the light goes off, or as required.

Pressurization System (Optional System)

I I
NOTE
The PRESS position of the cabin vent control lever, in conjunction with
The deicing system is manually controlled. Every the cabin pressure rate controller (see Figure 2-13), enables the pilot to
time a deicing cycle is desired, the switch must be select the desired cabin altitude and the desired cabin rate-of-climb. Tae
positioned to ON. The switch will instantly spring selected values can be maintained until a cabin altitude is reached which
back to OFF, but a 6 second delay action in the results in a 4. 2 PSI differential between cabin and atmosphere.
switch will complete the deicing inflation cycle.
It is important to note that when a cabin altitude is selected, the pres-
sure control system begins to climb or descend (assuming the engines are
running so that vacuum is available to the regulator). The cabin rate con-
(2) Check boots visually for complete deflation to the vacuum hold trol, located directly below the cabin rate-of-climb indicator, should be
down position. positioned to MIN prior to making an inflight cabin altitude selection, then
the selection should be made slowly to provide maximum comfort. To on-
tain optimum benefit from the rate control, it is necessary to set in pat-
tern altitude plus 500 feet until just prior to or just after takeoff with the

Il
NOTE rate control at the nominal index. After takeoff, cruise altitude plus 500
feet should be selected in the airplane altitude window.
Complete inflation and deflation cycle will last
approximately 30 seconds The above procedure is recommended as orice the engines have been
started and a source of vacuum is available, the pressure control system
will begin to "climb" to the preset cabin altitude. Thus, if cabin altitude
in 19ight required for cruise is selected too soon, the pressure control system will
have climbed to an altitude approaching the desired cabin altitude before
thick the aircraft leaves the ground. Since the cabin pressure can never be
(1) When ice has accumulated to approximately 1/2 inch on the less than outside ambient pressure, the cabin will be unpressurized until
leading edges, position the de1cing switch to ON. the aircraft "catches up" with the pressure control system or the desired
cabin altitude is reached, whichever occurs first. This will result in no
After Landing cabin rate control being available as the cabin rate-of-climb will be equal
to theaircraft rate-of-climb

(1) Check boots for damage and cleanliness. Remove any accumu-
,
lation of engine oil or grease.

7-4 2-34
 OPERATING DETAILS
OPTIONAL PRESSURIZATION SWITCHES
A ND IND I CATO RS Cycling of the deice boots produces no aerodynamic effects in any atti-
tude within the allowable flight limitations. Deice boots are intended to
remove ice after it has accumulated rather than preventing its accumula-
tion. If the rate of ice accumulation is slow, best results can be obtained
by leaving the deice system OFF until 1/4 to 3/4 inch of ice has accumu-
5 . lated. After clearing this accumulation with one or two cycles of opera-
tion, the system should remain OFF until a significant quantity of ice has
again accumulated. Rapid cycling of the system is not recommended, as
this may cause the ice to grow outside the contour of the inflated boots,
preventing its removal.

DIFFER- NOTE
1. CABIN ALTITUDE AND 4. CABIN VENT CONTROL
ENTIAL PRESSURE INDICATOR 5. PRESSURIZATION AIR
RATE-OF-CLIMB INDI- CONTROL
Since wing, horizontal stabilizer and vertical stabi-
2. CABIN 6. CABIN RATE
lizer deice boots alone do not provide adequate pro-
cAToR (OPTIONAL)
7. CABIN ALTITUDE CONTROL
teetion for the entire aircraft, known icing conditions
3. CABIN PRESSURIZATION
should be avoided whenever possible. If icing is en-
SWITCHES (OPTIONAL)
countered, close attention should be given to the pitot-
2-13 static system, propellers, induction systems and other
Figure
components subject to icing.

The cabin differential pressure of 4. 2 PSI is limited by the regulator

valve located in the att portion of the cabin. This valve automatically
'I'he deice system will operate satisfactorily on either or both engines.
permits air to leave the cabin to maintain the desired pressure. If the
I)ur1ng single-engme,operation, suction to the gyros will drop momentar-
regulator valve should fail in the closed position, a safety (dump) valve,
Ily during boot inflation cycle.
also located in the aft position of the cabin regulates maximum cabin dif-
erential pressure to 4. 5 PSI.
DEICE BOOT CARE
The lowest cabin altitude which can be maintained at any given aircraft
altitude is shown in the chart in Figure 2-14* Deice boots have a special, electrically-conductive coating to bleed-
off static charges which cause radio interference and may perforate the
Information applicable
.

to pressurization system emergencies can be

boots. Fueling and other servicing operations should be done carefully,
found in Section III. damaging this conductive
to avoid coating or tearing the boots.
The DEPRESSURIZE position of the cabin pressurization switch, which Keep the boots clean and free from oil and grease, which swell the
electrically opens the aft cabin safety (dump) valve, is used during ground rubber. Wash the boots with mild soap and water, using benzol or un-
operation and in preparation for landing to assure that the pressure inside
leaded gasoline, if necessary, to remove stubborn grease. Do not scrub
the cabin is not greater than the atmospheric pressure. This condition
the boots and be sure to wipe off all solvent before it dries.
dan occur on landing if the cabin altitude is madvertently set at a lower

2-35 7-6
 altitude than field elevation or in the event of a malfunction. It is impor-
Small tears and abrasions can be repaired temporarily without remov- tant, therefore, to select a cabin altitude approximately 500 feet above
ing the boots and the conductive coating can be renewed. Your Cessna traffic pattern altitude and check cabin pressure at zero prior to position-
Dealer has the proper materials and know-how to do this correctly- ing the cabin pressurization switch to the DEPRESSURIZE position. This
will prevent any cabin pressure transients and provide maximum passen-
ger comfort.
ALCOHOL WINDSHIELD DEICE SYSTEM
The alcohol windshield deice system consists of an alcohol tank, a
pump, left and right-hand dispersal tubes, and a switch breaker. NOTE

The alcohol tank, located in the aft end of the right wing locker, has This aircraft is not certified for landings with the
a 3.0 gallon capacity. The tank should be filled with isopropyl alcohol cabin pressurized. The aircraft cannot be pres-
only. Water dilution of the alcohol is not recommended, as any water surized on the ground as the landing gear safety
contained in the alcohol will reduce the efficiency of ice removal and may switch circuit is interconnected with the aft cabin
freeze on the windshield at very low temperatures. The pump located ad¯ dump valve circuit.
jacent to the tank provides positive pressure to the windshield dispersal
tubes. The left and right-hand dispersal tubes located at the forward
base of the windshield provide flow pattern control throughout the air-
craft's speed envelope. Each tube contains five holes which should be
inspected and cleaned with a small diameter wire as necessary.
OPTIONAL PRESSURIZATION SCHEDULE
Aircraft Altitude Cabin Altitude
OPERATING CHECKLIST
9000 Ft. Sea Level
Before Entering Aircraft Ft. 2000 Ft.
ll ,700

14,400 Fí. /
4000 Ft.
(1) During the exterior inspection, check the windshield dispersal 1 7,200 Ft. 6000 Ft.
tubes for cleanliness. Check the tank al.cohol level. Flow re¯ 20,100 Ft. 8000 Ft.
quirements are 3.0 gallons per hour of continuous operation. 23,200 Ft. 10,000 Ft.
26,300 Ft. 12,000 Ft.
28,000 Ft- 13,000 Ft.
During Engine Runup
30,000 Ft. 14,200 Ft.

(1) Position the windshield deice switch breaker to ON. Allow ap¯ Figure 2-14
proximately 10 seconds for flow to begin. Assure that each of
the five holes in left and right-hand dispersal tubes are flowing
alcohol. Return the windshield deice switch breaker to the OFF HEATING, VENTILATING AND DEFROSTING SYSTEM
position.
A cabin heating, ventilating and defrosting system is standard equip-
NORMAL OPERATION ment in your aircraft. The system consists of an air inlet in the nose, a
cabin fan, a gasoline combustion-type heater, manual heat exchanger
To operate the windshield shutoff valves and controllable heat outlets in the cabin. Two heat outlets
deice system, proceed as follows:
are located at the base of the windshield for defrosting purposes. One

2-36
7-6
outlet duct is located on each side of the aft cabin and two are located on (1) Windshield Deice Switch Breaker -
ON.
the forward pressure bulkhead (see Figures 2-10 and 2-12). For infor-
mation on operation of the Air Conditioning System see Section VII.

Cabin heating and ventilating is accomplished by the cabin air DE- NOTE
FROST, AFT and FWD controls. The overhead directional vents also
supply unheated ventilating air in the pressurized mode. Forced venti- Allow approximately 1/8 to 1/4 inch of ice to accu-
lation is obtained with the two speed cabin fan which may be operated in- mulate. The windshield deice system can be used
dependently of the heater. When the heater is actuated the fan automati- as an anti-ice system by continuous use. However,
cally operates in low speed, if additional air flow is desired HIGH posi- the maximum endurance with a 3-gallon tank is ap-
tion may be selected. proximately 1.0 hour of continuous operation. Air-
speed should be 160 MPH IAS or below for best re-
sults.
HEATING AND DEFROSTING

Depressurized
(2) Windshield CHECK (allow approximately 10 seconds for alcohol
-

Fresh air is picked up from the air inlet in the nose of the aircraft flow to begin).
heated by the heater and directed to the pilot and passenger compart- (3) When windshield ice is removed, windshield deice switch
ments. The heat and vent air is not recirculated, but exhausts over- breaker OFF.
-

board through the cabin pressure regulating valve.

On the ground the heating system can be used for ventilation by placing WARNING
the cabin fan switch in either the NORMAL or HIGH position. The fan pro-
vides unheated fresh air to the cabin through the cabin heat outlets. In The windshield deice switch breaker must be posi-
flight, the fan becomes inoperative and the heating system can be used for tioned OFF 20 seconds prior to reaching minimum .

ventilation by placing the cabin heat switch to the OFF position, pulling descent altitude. The alcohol film must be allowed
out the cabin air knobs and opening the heat outlets as desired. to evaporate before a clear field of vision through
the windshield is available.
Pressurized
EMERGENCY OPERATION
Pressurization air is heated by the heater and ducted to the pilot and
passenger compartments. To increase passenger comfort and heating Abnormal operation of the alcohol windwhield deice system is indicated
system efficiency the manual heat exchanger shutoff valves (see Figure by the switch breaker tripping to the OFF position or failure of alcohol to
2-2) may be closed. This will allow higher pressurization air tempera- flow onto the windshiefd. Do not leave system on more than 3 minutes
tures, therefore reducing cabin heater requirements. With the manual without alcohol flow.
heat exchanger shutoff valves closed the overhead vents will also supply
warm air.
PROPELLER DEICE SYSTEM
CABIN HEAT SWITCH The propeller deice system consists of electrically heated boots on the
propeller blades. Each boot consists of two heating elements "Outboard"
The cabin heater is controlled by a two-position toggle switch labeled and "Inboard, " which receive their electrical power through a deice timer.

2-37 7-7
To reduce power drain and maintain propeller balance, the timer directs CABIN HEAT. Switch positions are ON and OFF. Placing the switch in
current to the propeller boots in cycles betwen elements and between the.ON position starts and maintains heater operation and turns the cabin
propellers, fan on low.

NORMAL OPERATION CABIN FAN SWITCH

To operate the propeller deice system proceed as follows: The ventilating fan is controlled by a three-position toggle switch la-
beled CABIN FAN. Switch positions are NORMAL, OFF and BIGH.
(1) Battery Switch ON. -

(2) Propeller Deice Circuit Breaker -

CHECK IN.
(3) Propeller Deice Switch -

ON. CABIN AIR TEMPERATURE CONTROL KNOB

(4) Ammeter -
CHECK.
The cabin air temperature control knob is labeled CABIN HEAT; clock-
Periodic fluctuation (14 to 18 Amps.) of the propeller deice ammeter wise rotation of this knob increases the desired temperature,
pointer, indicates normal operation of the deicing elements of first one
propeHer then the other. Heater output is controHed by adjustment of the cabin air temperature
control knob. This knob adjusts a thermostat, which in turn controls
heated air temperature în a duct located just att of the heater. When the
temperature of the heated air, exceeds the setting of the thermostat, the
NOTE thermostat automatically opens and shuts off the heater. When the heated
air cools to the thermostat setting, the heater starts again. Thus the
To check all the heating elements of both propellers heater cycles on and off to maintain an even air temperature. Operation
and the deice timer for normal operation, the system is identical for the pressurized and ram modes.
must be left ON for approximately two to two and one-
half minutes. The heater also will be cycled by a thermoswitch in the heater plenum
chamber which shuts off the heater when the plenum temperature reaches
220°F.
approximately When the plenum temperature drops to a normal
operating level, the heater will restart automatically. The action of this
The timer directs current to the propeller boots in cycles between boot switch is independent of the cabin thermostat setting, and is not adjust-
elements and between propellers in the following sequence: able in flight.

Heating Period No. 1 -

Outboard Halves -
right engine
blades.
Heating Period No. 2 -
Inboard Halves -
right blades.
engine FORWARD CABIN AIR KNOB
Heating Period No. 3 -

Outboard Halves -
left engine blades.
Heating Period No. 4 -

Inboard Halves -
left engine blades. The forward cabin air knob control directs warm air to two outlets
which are located on the forward pressure bulkhead. These direct outless
Each heating period lasts approximately one-half minute. anow fast warm-up when the aircraft is on the ground. Airflow through
the direct outlets is completely shut off by pushing the knob all the way is.
The knob may be set at any intermediate position to regulate the quantity
EMERGENCY OPERATION of air to the pilot's compartment.
Abnormal operation of the propeller deice system is indicated by the
deice switch breaker tripping to the OFF position. Failure of the switch

7-8 2-38
 breaker to stay reset indicates that deicing is impossible for the pro-
AFT CABIN AIR KNOB
pellers.
The airflow to all passenger compartment heat registers is controlled
A reading below 14 amperes on the propeller deice ammeter indicates
by operating a push-pull type knob. When the knob is pulled out, the air that the blades of the propeller are not being deiced uniformly,
flows to heat registers in the passengers compartment. Airflow to the
heat registers is completely shut off by pushing the knob all the way in.
The knob may be set in any intermediate position to regulate the quantity
of air to the cabin'
WARNING

When uneven deicing of the propeller blades is in-

DEFROST KNOB
dicated, it is imperative that the deice system be
turned OFF. Uneven deicing of the blades can re-
Windshield defrosting and defogging is controlled by operating a push- sult in propeller unbalance and engine failure.
pull type knob labeled DEFROST. When the knob is pulled out, air flows
from the defroster outlets at the base of the windshield. When the knob is
pushed all the way in, airflow to the defroster outlets is shutoff.. The
knob may be set in any intermediate position to regulate the defroster ELECTRI CW I NDSH I ELD
airflow.
The electric windshield anti-ice system consists of an electrícally
HEATEROVERHEATWARNINGUGHT heatedelementinthewindshield, aninverter, afunctionindicatorlight,
a heat sensor, and a switch breaker.
An amber overheat warning light is provided in the annunciator panel
The inverter, located in the right wing stub, supplies AC power to the
and is labeled HEATER OVHT. When illuminated, the light indicates that windshield. The heat sensor cycles the power to the windshield, provid-
the heater overheat switch has been actuated and that the temperature of ing temperature controL The green-function indicator light will illumi-
the air in the heater has exceeded 325°F. Once the heater overheat nate during each heatilig cycle.
switch has been actuated, the heater turns off and cannot be restarted un-
til the overheat switch, located in the right forward nose compartment,
has been reset. Prior to having the overheat switch reset, the heater NORM A LOPER A TI ON
should be thoroughly checked to determine the reason for the malfunction.
To operate the electric windshield anti-ice system proceed as follows:
HEATER OPERATION FOR HEATING AND DEFROSTING
(1) Battery Switch -
ON.
(2) Switch Breaker -
ON.
(1) Battery Switch ON. -

(3) Indicator Light -

Check.
(2) Cabin Air Knobs PULL OUT. -

(3) Defrost Knob -

Adjust as desired (if defrosting is desired).
(4) Cabin Heat Knob MAX or as desired.
-
EMERGENCY OPERAT ION
(5) Cabin Heat Switch ON. -

(6) Heat Registers As desired.

-
anti-ice system is indicated by
Abnormal operation of the windshield
the switch breaker tripping to the off position or failure of the indicator
light to illuminate. Failure of the switch breaker to stay reset indicates
that windshield anti-icing is impossible. If the indicator does not illumi-

7-9
2-39
nate periodically, check the bulb by pressing the "PRESS TO TEST" but-
ton. A secondary means of checking proper windshield operation can be NOTE
made by monitoring the ammeter. An increase in the ampere reading
will be noted during each heating cycle• O If warm air is not felt coming out of the registers
within one minute, turn cabin heat switch OFF, check
circuit breaker and try another start. If heater still
ECONOMY MIXTURE INDICATOR does not start, no further starting attempt should be
made.
The Cessna Economy Mixture Indicator is an exhaust gas temperature
sensing device which is used to aid the pilot in selecting the most desir- O During heater operation, defrost and/or cabin air
able fuel-air mixture for cruising flight at less than 757o power. Exhaust knobs must be out.
gas temperature (EGT) varies with the ratio of fuel-to-air mixture enter-
ing the engine cylinders.

HEATER USED FOR VENTILATION

OPERATING INSTRUCTIONS
(1) Battery Switch ON.
-

(1) In takeoff and full power climb, lean the mixture as indicated by (2) Cabin Air Knobs Pulled out as desired.
-

the white or blue markings on the fuel flow indicator (3) Cabin Fan Switch NORMAL or HIGH as desired.
-

(4) Heat Registers As desired.

-

I
NOTE
OXYGEN SYSTEM
Leaning in accordance with markings on the fuel exceeds the safety requirements
Although this aircraft for operation of
flow indicator will provide sufficiently rich mix"
pressurized aircraft at high altitude, it is felt that some words of caution
ture for engine cooling. Leaner mixtures are not
are desirable in order to avoid unnecessary hazards. Normal operations
recommended for power settings in excess of 75°/o oxygen for extended periods up to
may be conducted without supplemental
a cabin altitude of approximately 10, 000 feet. Although the cabin altitude
will not exceed 14, 200 feet for operation up to the maximum altitude of
In level flight (at less than 75°/o power), 30, 000 feet, it should be pointed out that the expected time that a person
(2) lean the mixture to peak
will remain conscious in the event that the cabin must be depressurized
E dT, then enrich as desired, using the chart, Figure 7-1, as a
is less than one minute if supplementary oxygen is not used.

An altitude warning light is provided which indicates when the cabin a?-
titude is higher than 10,000 feet. This indication is controlled by; baro-
metric switch which senses cabin altitudes and is functional when the bat-
NOTE tery switch is ON.
Changes in altitude, OAT or power settings require An oxygen system is required when the cabin altitude exceeds 10, 000
the EGT to be rechecked and the mixture reset. feet. It is recommended that oxygen be used by all occupants when the
cabin altitude warning light illuminates.

7-10
2-40
114.9 CUBIC FEETSYSTEM NOTE

An optional 114. 9 cubic foot oxygen system is available which provides Operation at peak EGT is not authorized for normal
adequate oxygen flow rates up to 30, 000 feet cabin altitude and is suitable continuous operation, except to establish peak EGT
for cruising at altitudes in excess of 23, 500 feet for extended periods• for reference. Operating leaner than peak EGT
The system consists of a 114. 9 cubic foot oxygen bottle, an altitude com~ minus
50°
F (enrichen) is not approved.
pensated regulator, -oxygen bottle pressure indicator, a mechanically ac-
tuated on-off valve and the necessary outlets and plumbing. See Figure
2-15 for oxygen consumption rates at various altitudes. The pilot and
passengers shall always use the blue hose assemblies· (3) Use rich mixture (or mixture appropriate for field elevation) in
idle descents or landing approaches, Leaning technique for
cruise descents may be with EGT reference method (at least
11.0 CUBIC FEET SYSTEM
every 5000 feet) or by simply enriching to avoid engine rough-
ness, if numerous power reductions are made,
An optional 11. O cubic foot oxygen system is available which provides
adequate oxygen flow rates up to 30, 000 feet cabin altitude. This system
is designed solely to provide for emergency descents as described in Sec-
tion III. The passengers shall use the orange hose assembly when the air- DESCRIPTION
MIXTURE GAS
EXHAUST TASLOSSFROM RANGEIIKREASE
craft is flying above 10, 000 feet cabin altitude. The system consists of a TEMPERATURE BESTPOWER FROMBEST POWER
11. O cubic foot oxygen bottle, oxygen bottle pressure indicator, a me-
chanically actuated on-off valve and the necessary outlets and plumbing. BEST POWER Peak Minus
See Figure 2-16 for oxygen consumption rates. (Maximum Speed) 130° F(enrichen) O MPH 0%

RECOMMENDED Peak
LEAN (Owners Minus 50° F 2 MPH 10%
Manual & Computer (enrichen)
Performance )
NOTE

The pilot should always select the red hose assem- Figure 7-1
bly since it provides the highest oxygen flow rate.

OPTIONAL CABIN PRESSURIZATION SYSTEM

OXYGEN SYSTEM OPERATION OPERATING CHECKLIST

The oxygen system is activated by pulling the oxygen knob to the ON Before Storting Engines
position, allowing oxygen to flow from the regulator to all cabin outlets.
A normally closed valve in each oxygen outlet is opened by inserting the (1) Pressurized Air Switches NORMAL.
-

connector of the mask and hose assembly. After flights using oxygen, the (2) Cabin Pressurization Switch PRESS or DEPRESS.
-

pilot should ensure that the oxygen system has been inactivated by unplug~ (3) Cabin Vent Control PUSH IN (for pressurization).
-

ing all masks and pushing the oxygen knob completely to the OFF position. PULL OUT (RAM for ventilation).

7-11
2-41
 (4) Cabin Rate Control MIN.
-
ypppy.
(5) Cabin Altitude -
SET (500 feet above pattern altitude).

Before Takeoff

(1) Cabin Pressurization Switch -

PRESS.

Climb

During the climb the following procedure should be employed:

(1) Cabin Altitude Control Set to give maximum

-
differential alti-
tude 500 feet above cruise altitude.
4 g
(2) Cabin Rate Control Adjust slowly to match
-
cabin altitude needle
with differential pressure needle.

Cruising
4
While operating at cruising altitude, the Cabin Rate Control should be gg
in the MIN position. O u

Letdown

During the letdown procedure, the following steps should be employed:

(1) Cabin Altitude Control -

Set 500 feet above pattern altitude.
(2) Cabin Rate Control -
Adjuàt cabin altitude needle with differen-
tial pressure needle.

Before Landing

At pattern altitude or lower, the following steps should be employed:

(1) Cabin Differential -

Check zero.
(2) Cabin Pressurization Switch DEPRESS.
-

Figure 2-15

7-12 2-42
 OPERATING DETAILS
OXYGEN DURATION CHART
The optional pressurization system offers many advantages over the
11.0 CUBIC FOOT SYSTEM standard system. Inthe pressurized mode, the pilot can select the de-
sired cabin altitude and cabin rate of climb. These selected values can
be maintained up to a 4. 2 PSI cabin pressure differential. The lowest
CARBINNGALTFITUDE HOSE ASLSERMBLY CONSSUMHR.ION cabin altitude for a given altitude is presented in section II.

Additional information on the optional pressurization system is pro-

10,000 ORANGE 965
vided in Section II.
22,000

22,000 RED 1352 ELECTRIC ELEVATOR TRIM

30,000
The electric elevator trim system consists of an electrically operated
drive motor and clutch assembly, which receives power through a "mo-
mentary on" two-way trim switch and an emergency disengage switch.

NORMAL OPERATION
OXYGEN DURATION CALCULATION:
To operate the electrical elevator trim system proceed as follows:
Total Oxygen Duration (Hours) = oxygen pressure indicator
reading
(1) Battery Switch -

ON.
÷[oxygen consumption (PSI/HR) x number of passengers
(2) Elevator Trim Disengage Switch ELEVATOR -
TRIM.
+ pilot consumption rate.)
(3) Trim Switch ACTUATE (AS DESIRED).
-

EXAMPLE: (ll.0 cu. ft. capacity)(1800 (4) Elevator Position Indicator CHECK. -

psi, oxygen pressure indicator reading )

1. Planned Flight -
Pilot and 5 passengers atl2,000 feet cabin
abitude.
NOTE
2. From Chart- Atl2,000 feet cabin altitude, passenger flow
rate is965 PSI/HR and the pilot flow rate is1352 PSI/HR
3. Oxygen Duration = 1800 ÷ (5×965+1352) To check the operation of the disengage switch:
= hours' .29

actuate the elevator trim switch with the disengage

switch in the disengage position. Observe that the
manual trim wheel and indicator do not rotate when
the elevator trim switch is actuated.

Figure 2-16

2-43
'1-13
EMERGENCY OPERATION NOTE

If the oxygen knob is leff in an intermediate position

Electric Elevator Trim System Failure. OXy-
between ON and OFF, it may allow low pressure
gen to bleed through the regulator into the nose com-
(1) Elevator Trim Disengage Switch -
DISENGAGE.
partment of the aircraft.

NOTE Flight
Before
The disengage switch removes all power from the
system and places motor and clutch circuits to (1) Oxygen Knob PULL-ON.
-

ground. (2) Oxygen Pressure Gage Check for sufficient

-
pressure for antici-
pated flight requirements. (See Figure 2-15 or Figure 2-16. }
(3) Check that oxygen masks and hose assemblies are available.

(2) Manual Trim -

AS REQUIRED Du rin gF lig ht

AIR CONDITIONING SYSTEM

WARNING
The air conditioning system consists of a belt driven rotary vane com-
.

pressor located in the right-hand nacelle. The system is engaged by a

Permit no smoking when using oxygen. Oil, grease,
magnetic clutch on the compressor. A by-pass valve is used to unload materials
soap, lipstick, lip blam, and other fatty
the compressor when less cooling is called for. contact with
constitute a serious fire hazard when in
OKYKen. Be sure hands and clothing are oil-free be-
The system incorporates two evaporators located behind the pilot's and
air to its re_ fore handling oxygen equipment.
copilot's seats, each has a blower and supplies refrigerated
spective side of the cabin via overhead ducting which terminates in adjust-
able outlets above each passenger location. Refrigerated air for the crew
is ducted to an adjustable outlet in the pilot's and copilot's arm rests. (1) Hose Assembly (11.0 cubic feet system) Select proper hose
-

assembly for altitude.

The system control panel is located on the instrument panel, and con- (2) Mask Connect mask and hose assembly
-
and put mask on.
sists of two switches and a rheostat. The system switch placarded (3) Hose Coupling Plug into overhead console.
-

COOL OFF
-
CIRCULATE
-
controls the mode of operation. The blower (4) Oxygen Flow Indicator Check flow.
-
(Indicator toward mask in-
switch placarded HIGH LOW controls blower speed, the blower will oP-
-
dicates proper flow.)
erate whenever the system switch is in either the COOL ór CIRCULATE (5) Disconnect hose coupling when not in use.
mode. The temperature control rheostat placarded COOLER, controls
the temperature of the refrigerated air, clockwise rotation of the control SYSTEM SERVICING
OXYGEN
lowers the air temperature.
The oxygen cylinders, when fully charged, contain approximately 11.0
and 114. 9 cubic feet of oxygen, under a pressure of 1800 PSI at 70°F.
2-44
7-14
Filling pressures will vary, however, due to the ambient temperature in
the filling area, and because of the temperature rise resulting from com- A I RCOND ITI ON I NGSCHEM A TI C
pression of the oxygen. Because of this, merely filling to 1800 PSI will
not result in a properly filled cylinder. Fill to the pressures indicated
in Figure 2-17 for the ambient temperature.

I
WARNING
AIR
CONDIT1QNING
Oil, grease, or other lubricants in contact with oxy- COOLER HIGH COOL

gen create à serious fire hazard, and such contact orr

must be avoided when handling oxygen equipment. cincULATE
Low
BLOWER

The 11.0 cubic feet capacity cylinder.is serviced through a filler valve
accessible through the left nose baggage door, and the 114. 9 cubic feet
capacity cylinder is serviced viÀ the right nose baggage door in a similar caew ourter
manner. The Servicing Requirements Table, located on the inside back
COMPRESSOR
cover of the manual, lists the correct type of oxygen for refilling the cyl-
inders. EVAPORATOR
EXPANSION VALVE
AND BLOWER
ASSEMBLY
CONDENSER
AMBIENT FILLING AMBIENT FILLING RECEIVER-DRIER
fitTER
TEMPERATURE PRESSURE TEMPERATURE PRESSURE o
°F PSIG F PSIG
.... .
AIR RETURN
^I*°""** LDENNSERAN
O 1600 .
70 1925
10 1650 80 1950 BYPASS VALVE
20 1675 90 2000
30 1725 100 2050 MANDOLD

40 1775 110 2100

50 1825 120 2150
60 1875 130 2200 -REFRIGERANTLINES

PASSENGER -
OVERHEAD
oucrina
Example -
If ambient temperature is 70°F, fill oxygen cylinder to cons
approximately 1925 psig -
as close to this pressure as the gage
may be read. Upon cooling, the cylinder should have approxi- ---
ELECTRICAL ACTUATION

mately 1800 psi pressure. O coro Aan

Figure 2-17 Figure 7-2

2-45 7-15
 The face masks used with the oxygen system are the partial-rebreath-
NORM A LPROCEDURES
ing type. The pilot's mask is a permanent type mask, while the remain-
Cooling der are the semi-permanent type. They may be cleaned with alcohol or
used as disposable masks. Additional masks and hose assemblies are
Right-IÌand available from your Cessna Dealer.
(1) Engine START.
-

(2) System Switch COOL.

-

(3) Blower Switch AS REQUIRED·

-

PROPELLERSYNCHRONIZER
(4) Temperature Control AS REQUIRED.
-

The propeller synchronizer matches propeller RPM of the two engines

Circulation on the aircraft. The propeller RPM of the slave (right) engine will follow
changes in RPM of the master (left) engine over a limited range. This ,

(1) System Switch -

CIRCULATE. limited range feature prevents the slave engine losing more than a fixed
(2) Blower Switch -
AS REQUIRED. amount of propeller RPM in case the master engine is feathered with the
synchronizer on. The synchronizer switch in the OFF position will auto-
matically actuate the synchronizer to the center of its range before stop-
LIMITATIONS ping, to insure that the control will function normally when next turned on.
The system indicator light should light when the synchronizer switch is in
Must be OFF or ClRCULATE for takeoff, landing and one engine opera_ the ON position.
tion.
In addition to maintaining propeller synchronization and elimination of
the unpleasant audio beat accompanying unsynchronized operation, the pro-
EMERGENCYPROCE DU RES peller synchronizer can also provide a significant reduction in cabin vi-
bration by maintaining an optimum angular or phase relationship between
(1) Engine Inoperative, Air Conditioner -

OFF or CIRCULATE. the two propellers.

With the propellers slightly out of synchronization so that an audio beat
FIR EDETECT I ON A NDEXT I NGU I SH I NGSY ST EM is obtained approximately once each 5 seconds, it should be noted that the
vibration level of the cabin and instrument panel will increase and de-
The fire detection and extinguishing system consists of three major crease at a rate of approximately once each 20 seconds. Optimum opera-
components: three heat sensitive detectors located in each engine acces- tion will be obtained by manually synchronizing the propellers and engag-
sory compartment; an annunciator and actuator panel (see Figure 7-3); ing the synchronizer during the period of minimum vibration. The angu-
and a compressed Freon single shot gas bottle in each engine accessory lar relationship of the propellers should be maintained for extended peri-
compartment. ods of time unless disturbed by moderate atmospheric turbulence.

A test function is provided to test the system circuitry. When the test
switch is pushed all lights should illuminate, if any light fails to illumi-
nate replace the bulb. If the green light does not illuminate after replac- NOTE
ing the bulb, replace firing cartridge in fire extinguisher.· Any other light
after replacing bulbs and firing cartridge, malfunction Manually synchronize and phase the engines prior
failure, indicates
in unit or associated wiring.
to switching the propeller synchronizer system ON.

If an overheat condition is detected, the appropriate FIRE light will

annunciate the engine to be extinguished. To activate the extinguisher,

7-16 2-46
 NOTE
Annunciation
FIRE EXTikGUISHER
The propeller synchronizer must be switched OFF
during takeoff, landing and single-engine operation. Legend Color Cause of Illumination
OPEÑGUARb÷PUSH TO ExT . Fire Red Fire condition existing
in engine compartment
STATIC PRESSURE ALTERNATE SOURCE VALVE e a
N N E Amber Fire extinguisher con-
G G tainer
A static pressure alternate source valve, installed in the static sys- empty
tem, directly below the parking brake handle, supplies an alternate static
source should the external source malfunction. When open, this valve OK Green Fire cartridge and
vents to the static pressure in the nose compartment. A drain valve associated wiring is in
is located behind the map pocket on the copilot's side. Consult the Cessna operational condition
Model 414 FAA Approved Aircraft Flight Manual, which was provided to TEST
you with the rest of the papers in your aircraft, for detailed calibrations.
Figure 7-3

CAUTION
open the guard for the appropriate engine and press the FIRE light. Freon,
Do not open drain valve while the cabin is pressurized under pressure, will be discharged to the engine and engine accessory
as flight instrument damage will result- compartments. The amber light E (Figure 7-3) will illuminate after the
extinguisher has been discharged and will continue to show.empty until a
new bottle is installed. The FIRE light will remain illuminated until com-
partment temperatures cool.
CABIN DOOR
outward opening, air stair door. OPER A T I NGCHECKL I ST
The main cabin door is a two section,
The lower section folds down, to provide two steps for ease in boarding Procedures
Normal
and deplaning passengers, while the top portion folds up.

The door handle is located such that the upper door must be open to Before Takeoff
gain access to it. In addition the locking pin receptacles can be visually
inspected for positive engagement. As an additional safety factor, a cabin 1. Press the test switch -
all lights should illuminate.
door warning light is provided. This light is located in the annunciator
panel and is illuminated when the cabin door is not securely latched. For
night entrance and exit courtesy lights are provided in the cockpit and by Emergency Procedures
the cabin door. These lights are connected directly to the battery and
may be turned on or off by using the switches located on the instrument If a fire warning light lindicates an engine compartment fire and is
panel or beside the entrance door. Since these lights operate directly confirmed or if a fire is observed without a fire waringin light:
off of the battery an indicator light is provided in the annunciator panel
which illuminates when the courtesy light is on. 1. Shut down the appropriate engine as follows:
a) Mixture control IDLE CUT-OFF.
-

2-47 b) Propeller FEATHER.

-

7-17
 PIfOT HEATSWITCH
When the pitot heat switch is placed in the ON position, the heating
c) Magnetos OFF.-

Fuel selector OFF. element in the pitot tube, stall warning transmitter and the main fuel
d) -

e) Cowl flaps CLOSED. -

tank vents are electrically heated to maintain proper operation of the
system during icing conditions. The switch should always be in the
2. Open the appropriate guard and push FIRE light.
3. Land as soon as practical. OFF position while on the ground to prevent overheating of the heating
elements.

NOTE
EMERGENCY EXIT

Better results may be obtained if the airflow through For emergency exit, the forwafd oval cabin window on the right side
the nacelle is reduced by slowing the aircraft (as slow of the passengers compartment can be removed. Pull off the plastic cov-
as practical) prior to actuating the extinguisher. er over the emergency release handle under the window. Pull the side
table up and inboard, if installed. Turn the release handle counterclock-
wise to release the window retainers, then pull the window in and down.

SERVICiNG
TURBOCHARGED ENGINE SYSTEM
The system should be checked each 100 hours or annual inspection,
whichever occurs first. Your Model 414 is equipped with turbocharged engines which make it
possible to maintainsea level horsepower to 20, 000 feet.
Check the pressure gage on each bottle to ensure the following pres-
sures: Except for being turbocharged the Model 414 engines work and act just
like any normally aspirated engines. However, because the engines are
turbocharged, some of the engine characteristics are different. The in-
tent of this section is to point out some of the items that are affected by
PRESSURETEMPER A TURECORRE CT lONT A BLE turbocharging, and outline the correct procedures to be followed so that
F°
Temp -60

TR¯
-40 -20

0
TR¯ +20 +40 +60 +80 +100 +120 operation becomes easier and simpler for Model 414 Owners.
Gage T4T 20T 367 44 532
134 155 180 212 251 .
299 354 417 492 582 For a better understanding of the Model 414 Turbo System, let us fol-
low the induction air through the engine until it is expelled as exhaust
If these pressures are not indicated, have the bottle serviced. gases. Reference should be made to the Schematic of the Turbo System
shown in Figure 2-18 as you read through the following steps.

LO CA TORBE A CO N ( Model CIR -10 -

4 ) (1) Engine induction air is taken in through an intake (1), located in
the inboard side of the engine nacelle, at which point it passes
The locator beacon system is a sweep tone emergency radio trans- through a filter and then into the compressor (2).
mitter incorporating a flush mounted antenna, a TEST and EMERGENCY (2) The compressor compresses the induction air.
switch, DISARM switch, "G" switch and battery pack all mounted in the (3) Most of the pressurized induction air from the compressor then
dorsal fin. The TEST and EMERGENCY switch is primarily for trouble, passes through an intercooler (7), then into the cylinders through
shooting and should normally be in the NORM position. The DISARM the induction manifold (3). A small portion of this pressurized
switch enables the beacon to be turned off externally after rescue and air is routed to the cabin for pressurization.
should also be in the NORM position. A red guarded EMER NORM -

2-48

7-18
 (4) The air and fuel are burned and the exhaust gases are then
routed to the turbine through the exhaust manifold (4) switch is located on the instrument panel and should normally be in the
(5) The exhaust gases drive the turbine (5) which, in turn, drives NORM position,
the compressor.
(6) . The turbine has enough power to allow the engine to operate at The system may be activated either automatically by the "G" switch or
manifold pressures in excess of the maximum 36.0 inches manually by switching the red guarded instrument panel switch to the
Therefore, in order not to exceed 36.0 inches of manifold pres¯ EMER position. The system when activated by the panel switch will nor-
sure, a bypass or waste gate (6) is used so that some of the ex- mally draw its power from,the aircraft battery; however, if this supply is
haust will be expelled overboard instead of passing through the interrupted or exhausted, the unit will automatically switch to its internal
turbine' batteries. The beacon transmits on UHF and VHF emergency frequencies
simultaneously.
It can be seen from steps (1) through (5) above, that anything
studying
that affects the flow of induction air into the compressor or the flow of ex-
haust gases into the turbine will increase or decrease the speed of the tur-
bocharger. This resultant change in flow will have no effect on the engine NOTE
if the waste gate is still open because the waste gate position will auto-
matically change to hold compressor discharge pressure constant. The This battery pack should be changed on an annual
waste gate automatically maintains allowable compressor discharge basis.

TURBO SYSTEM SCHEMATIC NORMAL PROCEDURES

Before Takeoff
THROTTLE BODY
TO CABIN PRESSURIZATION
(7)INDUCTION SYSTEM INTERCOOLER
(1) IRStr ment Panel Switch -
NORM.
(4) EXHAUST MANIFOLD ,

i NACELLE
AIR INLET
Before Landing
AIR FILTER

(1) Instrument Panel Switch EMER.

-

(2) coMPRESSOR (2) If time permiÍS monitor 121. 5 MHz for signal.

MAJN EXHAUST
(1) Test and Emergency Switch (located in dorsal fin) -.ON.
(3) INDUCTION MANIFOLD (6)WASTE GATE

After Rescue

Figure 2-18 Disarm Switch (located in dorsal fin) OFF.

(1) -

2-49
7-19
 pressure when below 20, 000 feet with full throttle and full RPM. Above
20, 000 feet, the throttles must be retarded to maintain the manifold pree-
LOCATOR BEACON ( Model SHARC 7 ) sure within the allowable limits. Refer to the,Model 414 FAA Approved
Aircraft Flight Manual for placarded manifold pressure limitations. When
The locator beacon system is a sweep tone emergency radio trans-
the waste gate is closed, any change in the turbocharger speed will mear
mitter incorporating an externally mounted whip antenna and a trans- or de-
a change in engine operation. Anything that causes an increase
mitter with an integral three position switch, all located on the left side crease in turbine speed will cause an increase or decrease in manifold
of the fuselage tailcone. The switch can be reached by removing the plug
pressure. If turbine speed increases, the manifold pressure increases;
button located adjacent to the locator beacon placard. Normally, the if the turbine speed decreases, the manifold pressure decreases. Any
switch is in the ARM (AUTOMATIC "G" OPERATION) position; this pos1-
change in exhaust flow to the turbine or ram induction air pressure,
tion allows the transmitter to be activated automatically by the "G" switch.
whether it is an increase or decrease, will be magnified approximately 8
The ON (EMERGENCY & TEST) position should be used only to test the
to 10 times by the compression ratio and the change in flow through the
equipment or whenever a rescue is desired. The OFF (AFTER RESCUE)
exhaust system.
position should be used only after the rescue as this position will disable
all emergency transmissions.

fre¯
TURBOCHARGED ENGINE OPERATING
The locator beacon transmits on both UHF and VHF emergency
quencies simultaneously. CHARACTERISTICS
MANIFOLD PRESSURE VARIATION WITH ENGINE RPM

NOTE When the waste gate is open, the turbocharged engine will react the
same as a normally aspirated engine when the engine RPM is varied.
This battery pack should be changed on an annual That is, when the RPM is increased, the manifold pressure will decrease
basis, slightly. When the engine RPM is increased, the manifold pressure will
increase slightly.

However, when the waste gate is closed, manifold pressure variation

NORMAL PROCEDURES with engine RPM is just the opposite of the normally aspirated engine. An
increase in engine RPM will result in an increase in manifold pressure,
(1) Antenna -
CHECK (during preflight inspeetion). while a decrease in engine RPM will result in a decrease in manifold pres-
(2) Locator Beacon Switch ARM (for all flight operations).
- sure.

EMERGENCY PROCEDURES MANIFOLD PRESSURE VARIATION WifH ALTITUDE

Before Landing At full throttle, your turbocharger is capable of maintaining the maxi-
mum allowable manifold pressure of 36. O inches Hg. , well above 20, 000
(1) If time permits, use aircraft radio (121. 5 MHz) to transmit feet. However, engine operating limitations establish the maximum man-
distress call; include aircraft position if possible. ifold pressure that may be used. From 20, 000 feet to higher altitudes,
the throttles must be retarded to maintain the manifold pressure within
the allowable limits.
After Landing

(1) Plug Button REMOVE

-
(located ou left side of tailcone).
(2) Locator Beacon Switch -
ON.
2-50
7-20
 After Rescue
MANIFOLD PRESSURE VARIATION WITH AIRSPEED
(1) Incator Beacon Switch -
OFF.
When the waste gate is open at low altitude, changes in airspeed have
little or no effect on manifold pressure. However, at high altitudes when
the waste gate is closed, manifold pressure will vary with variations in M A NU A L A NDELECTR I C A L A DJU ST A BLESE A TS
airspeed. This is because any change in pressure at the compressor in-
let is magnified 8 to 10 times at the compressor outlet due to compres~ The optional manually or electrically adjustable pilot's and copilot's
sion ratio and exhaust flow changes· seats are available to add to your flying comfort. Either of these seats
may be adjusted fore and aft, vertically, and tilted to any desired po-
sitionwithin the limits of the seat.
FUEL FLOW VARIATIONS WITH CHANGES IN MANIFOLD PRESSURE

The engine-driven fuel pump output is regulated by engine speed and M A NU A LLY A DJUSTEDSE ATCO NT ROLS
compressor discharge pressure. Engine fuel flow is regulated by fuel
pump output and the metering effects of the throttle and mixture control- Controls for the optional manually adjustable seats are located at the
When the waste gate is open, fuel flow will vary directly with manifold forward side of the seat. Rotating the handerank (1, Figure 7-4), at the
pressure, engine speed, mixture, or throttle control position. In this
case, manifold pressure is controlled by throttle position and the waste
gate controller, while fuel flow varies with throttle movement and mani-
foldpressure. MANUALLY ADJUSTED SEAT CONTROLS
When the waste gate is closed and manifold pressure changes are due
to turbocharger output, as discussed previously, fuel flow will follow man-
ifold pressure even though the throttle position is unchanged. This means
that fuel flow adjustments required by the pilot are minimized to the fol-
lowing: (1) small initial adjustments on takeoff or climb-out for the pro-
per rich climb setting, (2) lean-out in cruise to the recommended
lean cruise setting, and (3) return to the full rich position for approach -

and landing.

MANIFOLD PRESSURE VARIATION WITH INCREASING OR

DECREASINGFUEL FLOW v'

When the waste gate is open, movement of the mixture control has
little or no effect on the manifold pressure of the turbocharged engine.
3 2
When the waste gate is closed, any change in fuel flow to the engine
will have a corresponding change in manifold pressure. That is, increas- 1. Tilt Adjustment Handerank
ing the fuel flow will increase the manifold pressure and decreasing the 2. Vertical Adjustment Handerank
fuel flow will decrease the manifold pressure. This is because an in- 3. Fore and Aft Adjustment Lever
creased fuel flow to the engine increases the mass flow of the exhaust.
This turns the turbocharger faster, increasing the induction air flow and Figure 7-4
raising the manifold pressure.
7-21
2-51
forward right-hand corner of the seat, tilts the back. Rotating the hand- MOMENTARY OVER BOOST OF MANIFOLD PRESSURE
crand (2, Figure 7-4), at the forward left-hand corner of the seat raises
and lowers the seat. The fore and aft adjustment lever (3, Figure 7-4),
Under some circumstances (such as rapid throttle movement, espe-
is located at the forward side of the seat near the center. It is recom-
c1ally with cold oil) it is possible that the engine can be overboosted
.

abov
mended that the seat be moved to the aft position prior to making tilt or
the maximum allowable manifold pressure of 36. 0 Inches
.

Hg. This woult

to provide maximum handerank clearance.
.

vertical adjustments,
most likely be experienced during the takeoff roll or during a change ::o
full throttle operation in flight. Therefore, it is still necessary that the
ELECTR I C A LLY A DJUSTEDSE A TCONTROLS pilot observe and be prepared to control the manifold pressure.

Controls for the optional electrically adjustable seats are located at the Slight overboosting is ñot considered detrimentai to the engine so long
forward side of the seat at the left-hand corner. Activating the left-hand as it is momentary. Momentary overboost of 2 to 3 inches Hg. can usu-
switch (1, Figure 7-5), tilts the back. Activating the right-hand switch ally be controlled by slower throttle movement and no corrective action
(2, Figure 7-5), raises and lowers the seat. The fore and att adjustment is required when momentary overboost corrects itself and is followed by
normal engine operation. However, if overboosting of this nature per-
lever (3, Figure 7-5), is located at the forward side of the seat near the
sists, or if the amount of overboost goes as high as 4 inches Hg. or mort
the controller system should be checked for necessary replacement or ad
justment of components.
ELECTRICALLY ADJUSTED SEAT CONTROLS
ALTITUDE OPERATION

Because your turbocharged Model 414 will climb faster and higher thai
- a normally aspirated aircraft, fuel vaporization
the following items should be remembered:
may be encountered and

(1) Turn the auxiliary fuel pumps on during climb and cruise opera-
tions. ·

(2) Lean the mixture during the climb to the proper fuel flow for the
power being used.

HIGH ALTITUDE ENGINE ACCELERATION

Your engine will accelerate normally from idle to full throttle with full
rich mixture at any altitude below 20, 000 feet. At higher altitudes, it is
usually necessary to lean the mixture to get smooth engine acceleration
from idle to maximum power. At altitudes above 25, 000 feet, and with
temperatures above standard, it takes one to two minutes for the turbine
1. Tilt Activation Switch . to accelerate from idle to maximum RPM, although adequate power is
2. Vertical Activation Switch available in 20 to 30 seconds.
3. Fore and Aft Adjustment Lever

Figure 7-5

7-22
2-52
 center. Both engines should be started prior to making tilt or vertical
ENG I NESHUTDOWN adjustments to the seats to preclude excessive battery drain.

After extended periods of ground engine operation above 1600 RPM or

when cylinder head temperature Indicator shows values within the upper NOTE
half of the green are, reduce power to speeds between 600 and 800 RPM
for a period of not less than 2 to 3 minutes prior to engine shutdown. It is recommended that the loads on seat backs and
This procedure is intended to reduce internal turbocharger temperatures bottoms be partially relieved while making vertical
and preclude the possibility of premature accumulation of carbon on the or tilt adjustments,
turbine shaft seals.

OVERHEAD CONSOLE
STROBE LIGHTS
The overhead console, see Figure 2-19, includes the instrument panel
flood light, avionics speaker and individual pilot and copilot jacks for The optional high intensity strobe lights will enhance
anti-collision
headphones, microphones and oxygen. The instrument panel flood light protection. However, the lights should be turned off when taxiing in the
dimming control and pilot and copilot overhead directional air vents are vicinity of other aircraft, or during flight through clouds, fog or haze.
located forward of the overhead console.

OVERHEAD CONSOLE
MIKE JACK
OXYGENJACKS HEADPHONEJACK

INSTRUMENT
PANEL FLOOD
LIGHT

MIKE JACK
FORWARD
HEADPHONE JACK

Figure 2-19

7-23

2-53
7-24
2-54
 ALPHABETICAL
EMERGENCY PROCEDURES
FOUR FOURTEEN
INDEX

ENGINE INOPERATIVE PROCEDURES

ENGINE FAILURE DURING TAKEOFF -
SPEED BELOW 105 MPH lAS A Balance, Weight and . .
4-4
(With Sufficient Runway Remaining) Battery and Alternator
Acceleration, High Altitude 2-52 Switches . . . .
2-24
(1) Throttles CLOSE IMMEDIATELY.
-
After Landing . 1-12,
.
2-13 Before Landing . . 1-11, 2-12
(2) Brakes -
AS REQUIRED. After Takeoff . . 1-9, 2-6 Before Starting Engines .
1-1
Aircraft, Securing . .
1-12 Before Takeoff . . 1-7, 2-4
Air Conditioning System .
7-14 Breakers, Circuit and
Schematic 7-15 Switch . 2-25

|
. . . .
. . .

NOTE Aircraft File . . .

5-8 Console . . .
2-25
Air Inlet or Filter Icing .
3-17
The distance required for the aircraft to be accel- Airspeed
erated from a standing start to 105 MPH TAS on the Correction Table . .
6-2
ground, and then decelerate to a stop with heavy Instrument Markings .
4-2 Cabin
braking is presented in the Accelerate Stop Dis- Limitations . . .
4-2 Air Knob, Aft . .
2-39
tance Chart in Section VI for various combinations Nomenclature Air Knob, Forward 2-38
'
.

of conditions. . Multi-Engine . .
6-1 Air Schematic 2-31, .
2-32
Single-Engine . .
6-1 Air Temperature
Summary . . .
6-1 Control Knob . .
2-38
Alternate Induction Air Defrost Knob . .
2-39
ENGINE FAILURE AFTER TAKEOFF -
SPEED ABOVE 105 MPH lAS System . . . .
2-9 Door . . . .
2-47
(Without Sufficient Runway Remaining) Fan Switch 2-38
Alternator and Battery . . .

Switches . . . .
2-24 Heat Switch . . .
2-37
(1) Mixtures FULL RICH·
-

Alternator Failure . .
3-13 Overpressure . .
3-18
(2) Propellers FULL FORWARD
-

Altitude Operation . .
2-52 Pressurization Loss .
3-18
(3) Throttles FULL FORWARD
-

(36.0 in. Hg.). Annunciator Panel . .

2-26 Care of the Aircraft. . .
5-1
(4) Landing Gear UP• Operations 4-1 Deice Boot 7-5
Authorized,
-

. . .
.

(5) Inoperative Engine: Auxiliary Fuel Pump Preflight Inspection 1-2, 2-1
(a) Throttle CLOSE· -

Switches . . .
2-19 Ground Handling . .
5-1
(b) Mixture IDLE CUT-OFF. Interior 5-4
-

Auxiliary Fuel System . . . .

(c) Propeller FEATHER- -

Optional 7-2 Inspection, Service and

5° , , , .

(6) Establish Bank Toward operative engine.

-
Inspection Procedures 5-6
(7) Climb to Obstacle 105 MPH IAS. -

8 Lubrication and Servicing

Procedures . .
5-9
3-1 Baggage Compartments ,
4-4 Mooring Your Aircraft .
5-2

Inde 1
 (8) Climb at Best Single-Engine Climb Speed 119 MPH IAS. -

(9) Trim Tabs ADJUST. (5° bank toward operative

-
engine).
Painted Surfaces . .
5-3 Single-Engine (10) Inoperative Engine SECURE as follows;
-

Propeller . . .
5-3 Takeoff Performance 6-5 (a) Fuel Selector OFF. -

Windows and Service Ceiling . .

6-7 (b) Auxiliary Fuel Pump OFF. -

Windshields . .
5-2 Stall Speed . . .
6-2 (c) Magneto Switches OFF. -

Center of Gravity Moment Switch and Circuit (d) Alternator Switch OFF. -

Envelope . . . 4-8 Breaker Console .

2-25 (e) Cowl Flap CLOSED.
-

Charts Turbo System (11) As Soon as Practical LAND. -

Accelerate Stop Schematic . .

2-49
Distance . . 3-4, 6-4 Checklist, Operating . .
1-1
Airspeed Deice Boot System .
7-3 SUPPLEMENTARY INFORMATION CONCERNING ENGINE FAILURE
Correction Table .
6-2 Optional Pressurization .7-11

DURIN GT A KEOFF
Nomenclature Summary 6-1 Circuit Breakers and
Center of Gravity Moment Switch Breakers .
- . . 2-25 The most critical time for an engine failure condition in a multi-
Envelope . . . 4-8 Console . . .
2-25 engine aircraft is during a two or three.second period late in the takeoff
Climb Performance .
6-6 Climb . . . 1-9, 2-7 run while the aircraft is accelerating to a safe engine failure speed. A
Multi-Engine Climb .
6-6 Maximum Performance 6-6, 1-9 detailed knowledge of recommended single-engine airspeeds in Figure
Single-Engine Climb. 6-7 Normal . . . .
1-9 3-1 is essential for safe operation of the aircraft.
Cruise Performance Cold Weather Operation .
2-15
Sea Level . . .
6-8 Console, Overhead . .
2-53 The airspeed indicator is marked with a Red radial line at the mini-
5000 Feet . . .
6-8 Contamination, mum single-engine control speed and a Blue radial line at the best single-
10, 000 Feet . .
6-9 Pressurization Air -

.
3-18 engine rate-of-climb speed to facilitate instant recognition. The follow-
15, 000 Feet . .
6-9 Contents, Table of . . iii ing paragraphs present a detailed discussion of the problems associated
20, 000 Feet . . 6-10 Cruise . . . .
2-8 with engine failures during takeoff.
23, 500 Feet . .
6-10 Cruising . . . .
1-10
25, 000 Feet 6-11 Cylinder Head
o
. .

SINGLE-ENGINE AIRSPEED NOMENCLATURE MPH-lAS

Landing Performance 45 Temperature . . 4-3
Flaps .
6-13 Single-Engine Control Speed (red radial) 97
. . .
(1) Minimum
Loading . . . . 4-7 D Single-Engine Speed
4-3 (2) Recommended Safe 105
Manifold Pressure .

3-10DefrostKnob 2-39 (3)Bestsingle-EngineAngle-of-climbSpeed 112

MaximumGlide . . . . .

Mixture Description .
7-10 Defrosting, and Heating .
2-39 (4) Best Single-Engine Rate-of-Climb Speed (Flops UP) (blue radial) 119
Normal Takeoff Deice, Alcohol Windshield. 7-6
Distance . . .
6-3 Operating Checklist .
7-6 Figure 3-1
Oxygen Consumption Deice Boot Care . .
7-5
Rate . . . . 2-41 Deice Boot System . .
7-3
Oxygen Servicing . .
2-44 Operating Checklist .
7-3 MINIMUM SINGLE-ENGINE CONTROL SPEED. The multi-engine air-
Pressurization Schedule Operating Details .
7-4 eraft must reach the minimum control speed (97 MPH IAS) before full
Optional System .
2-34 Descent Procedures, control deflections can counteract the adverse rolling and yawing ten-
Standard System . 2-32 Emergency . . .
3-18 dencies associated with one engine inoperative and full power operation
Range Profile . .
6-12 Description and Operating on the other engine. This speed is indicated by a Red radial line on the
RPM to Simulate Details . . . .
2-1 airspeed indicator.
Critical Engine (Left) Dimensions, Principle . ii
Engine Inoperative Ditching . . . .
3-22
and Feathered . 3-6 Door, Cabin . . .
2-47 3-2
Index-2
 RECOMMENDED SAFE SINGLE-ENGINE SPEED. Although the aircraft
is controllable at the minimum control speed, the aircraft performance
is so far below optimum that continued flight near the grodnd is improb- E Impending Window
able. A more suitable recommended safe single-engine speed is 106 Failure . .
3-17
MPH IAS, since at this speed, altitude can be maintained more easily Economy Mixture Emergency Exit . .
2-48
while the landing gear is being retracted and the propeller is being. Indicator . . .
7-10 Engine
feathered. Electric Elevator Trim .
7-13 Inoperative Procedures. 3-1
-
Electric Windshield . .
7-9 Operation Limitations .
4-3
BEST SINGLE-ENGINE ANGLE-OF-CLIME SPEED. The best single- Electrical-Power Operating
engine angle-of-climb speed becomes important whenthere are obstacles Distribution Schematie .
2-23 Characteristics .
2-50
ahead on takeoff. Once the best single-engine angle-of-climb speed is Electrical System 2-22, .
3-13 Restarts In-Flight After
.reached altitude becomes more important than airspeed until the obstacle Elevator Trim . . .
7-13 Feathering . .
3-8
is cleared. The best single-engine angle-of-climb speed is approximate. Emergencies Engine Failure
Iy 112 MPH IAS with flaps up. Cabin Overpressure .
3-18 After Takeoff . .
3-1
Ditching . . . .
3-22 During Flight . .
3-7
BEST SINGLE-ENGINE RATE-OF-CLIMB SPEED (FLAPS UP). The Electrical System . .
3-22 During Takeoff . .
3-1
best single-engine rate-of-climb speed becomes important when there are Emergency Procedures, Fire . . . .
3-8
no obstacles ahead on takeoff, or when it is difficult to maintain or gain Fuel System . .
3-12 Engine Instruments
altitude in single-engine emergencies. The best single-engine rate-of- Engine-Out Procedures Cylinder Head
climb speed is 119 MPH IAS with flaps up below 20, 000 feet. This speed After Takeoff . .
3-1 Temperature . .
4-3
is indicated by a Blue radial line on the airspeed indicator. During Flight . .
3-7 Fuel Flow . . .
4-4
During Takeoff .
3-1 Manifold PreBSure
The variations of flaps up best single-engine rate-of-climb speed with Restart in-Flight After Markings . . .
4-3
altitude is shown in Section VI. For best single-engine climb perfor_ Feathering . .
3-8 Oil Pressure . .
4-3
5° Supplementary Oil Temperature 4-3
mance, the wings should be banked toward the operative engine. . .

Information . .
3-2 Tachometer . . .
4-4
Upon engine failure after reaching 105 MPH IAS on takeoff, the multi- Flight Instruments .
3-14 Engines, Starting. 1-4, 2-2, 3-7
engine pilot has a significant advantage over a single-engine pilot, for he Fuel System . . .
3-12 Before Starting . .
1-1
has a choice of stopping or continuing the takeoff. This would be similar Landing Starting, Left Engine
to the choice facing a single-engine pilot who has suddenly lost slightly Defective Gear First . . . .
1-5
more than half of his takeoff power. Inthis situation, the single-engine Main . . .
3-21 External Power Source,
pilot would be extremely reluctant to continue the takeoff if he had to Nose . . .
3-21 Starting . . . .
1-6
climb over obstructions. However, if the failure occurred at an altitude . Flat Tire
as high or higher than surrounding obstructions, he would feel free to Main Gear . .
3-19 E
maneuver for a landing back at the airport. Nose Gear . .
3-20
Gear Will Not Extend .
File, Aircraft . . .
5-8
Fortunately the aircraft accelerates through this "area of decision" in Electrically . .
3-15 Fire Detection and
just a few seconds. Rowever, to make an intelligent decision in this type Retract Electrically 3-16 Extinguishing System .
7-16
of emergency, one must consider the field length, obstruction height, Procedures . . .
3-1 Flight Instruments . .
3-14
field elevation, air temperature, headwind, and the gross weight. The Descent . . .
3-18 Flight, Maneuvering .
2-11
flight paths illustrated in Figure 3-2, indicate that the "area of decisiono Pressurization System .
3-17 Flyable Storage . . .
5-4
is bounded by : (1) the point at which 105 MPH IAS is reached and (2) the Air Contamination .
3-18 Flying, Night . . .
2-14
point where the obstruction altitude is reached. An engine failure in this Cabin Overpressure . 3-18 Forced Landing
area requires an immediate decision. Beyond this area, the aircraft, Cabin Pressurization Complete Power Loss .
3-11
Loss . . .
3-18 Precautionary Landing
3-3 Descent Procedures .
3-18 With Power . .
3-11

Index -3
 within the limitations of single-engine climb performance shown in Sec-
Fuel tion VI, may be maneuvered to a landing back at the airport.
Auxiliary System 7-2 . .

Flow Gage. 2-21, 4-3

. . Icing or Obstruction of
Flow Management 2-22 . . Static Source . .
3-14
Optional System T-1, 7-2 Induction Air System,
Pump Failure, Engine-
.

= ernate . . .
2-9 SING LE ENGIN E TAKEOFF
Driven .
3-12 . . Inspection, Preflight . 1-2, 2-1
Pump Switches, Inspection Periods . .
5-6
Auxiliary. .
2-19 . . Instrument Markings, 105 MPHg AREA OF
QuantityIndicators 2-22 . Engine . . . .
4-3 IAS DECISION
Selector Valve Handles 2-19 . Cylinder Head ....

System . . . .
2-18 Temperature .
4-3 -••··••-••"'"

System Schematic . . 2-20 Fuel Flow . .

4-4
Manifold Pressure .
4-3
G Oil Pressure . . 4-3 ................................

Oil Temperature . 4-3

Gages Tachometer . .
4-4
Fuel Flow . . .
2-21 Instrument Panel . . iv ACCELERATE STOP DISTANCE
Oil Pressure 4-3 Interior Care 5-4
TOTAL TAKEOFF DISTANCE OVER OBSTACLE
. . . . . .

Oil Temperature . . 4-3

Glide, Maximum . . 3-10
Go-Around,
Single-Engine . .
3-12 Knob
Go-Around, Aft Cabin Air . .
2-39 Figure 3-2
Multi-Engine .. . . 1-12 Cabin Air Temperature
Gr ound Handling . . . 5 -1
Contr ol . . . 2 -38

Defrost . . . .
2-39 At sea level, with zero wind and 6350 pounds gross weight, the dis-
H Forward Cabin Air .
2-38 tance to accelerate to 105 MPH IAS and stop is 3070 feet, while the total
unobstructed area required to takeoff and climb over a 50-foot obstacle
Handerank, Landing Gear . 2-28 l. after an engine failure at 105 MPH IAS is 4495 feet. This total distance
Handling, Ground . .
5-1 over an obstacle can be reduced slightly under more favorable conditions
Heater Operation for Heating Landing . 1-12, . . 2-13 of gross weight, headwind, or obstruction height. ÍTowever, it is recom-
and Defrosting . . 2-39 After .
1-12, . .
2-14 mended that in most cases it would be better to discontinue the takeoff,
Depressurized . . 2-37 Before . 1-11, . . 2-12 since any slight mismanagement of single-engine procedure would more
Pres.surized . . 2-37 Emergencies . . .
3-19 than offset the small distance advantage offered by continuing the takeoff.
Heater Overheat Warning Flat Main Gear Tire, Still higher field elevations will cause the single-engine failure takeoff
Light . . . - 2-39 Landing With . .
3-19 distance to lengthen disproportionately until the altitude is reached where
Heater Used for Flat Nose Gear Tire, a successful takeoff is improbable unless the airspeed and height above
Ventilation . . . 2-40 Landing With . .
3-20 the runway at engine failure are great enough to allow a slight decelera-
Heating, Ventilating and Forced (Complete Power tion and altitude loss while the aircraft is being prepared for a single-
Defrosting System . 2-36 Loss) . . . .
3-11 engine climb.

3-4
Index-4
 Forced (Precautionary Normal Takeoff . . .
1-8
With Power) . .
3-11 Normal Takeoff Distance
During single-engine takeoff procedures over an obstacle, only one Gear Handerank . . 2-28 Chart . . . .
6-3
condition presents any appreciable advantage, and this is headwind. A Gear Position Lights . 2-27
decrease of approximately 1% in ground distance required to clear a 50" Gear System . . .
2-27 O
foot obstacle can be gained for each 1 MPH of headwind. Excessive speed Gear Warning Horn .
2-27
above best single-erigine climb speed at engine failure is not nearly as ad¯ Letdown . . . 1-11, 2-11 Operating checklist . .
1-1
vantageous as one might expect since deceleration is rapid and ground Light Operating Limitations .
4-1
distance is used up quickly at higher speeds while the aircraft is being Heater Overheat Engine . . . .
4-2
cleaned up for climb. However, the extra speed is important for con¯ Warning . . . 2-39 Operational Data . .
6-1
trollability Landing Gear Position .
2-27 Operation, Cold Weather .
2-15
Limitations, Airspeed . 4-2 Operations Authorized .
4-1
The following facts should be used as a guide at of engine fail~
the time Loading Chart . . .
4-7 Optional Systems . .
7-1
ure: (1) discontinuing a takeoff upon engine failure is advisable under Locator Beacon . . .
7-18 Overhead Console . .
2-53
most circumstances; (2) altitude is more valuable to safety after takeoff Lubrication and Servicing Overvoltage Relay . .
2-24
than is airspeed in excess of the best single-engine climb speed since ex- Procedures . . .
5-9 Owner Follow-Up System .
5-6
cessive airspeed is lost much more rapidly than is altitude; (3) climb or Oxygen System . . .
2-40
continued level flight at moderate altitude is improbable with the landing M Duration Chart . .
2-42
gear extended and the propeller windmilling; (4) in no case should the Operation . . .
2-41
airspeed be allowed to fall below the best single-engine angle-of-climb MAA Identification Plate .
5-1 Servicing . . .
2-44
speed, even though altitude is lost, since this speed will always provide Maneuvering Flight . .
2-11
a better chance of climb, or a smaller altitude loss, than any lesser Maneuvers, Normal
speed. The single-engine best rate-of-climb speed will provide the best Category . . . 4-1
chance for climb or the least altitude loss, and is preferable unless there Manifold Pressure . .
4-3 Painted Surfaces . .
5-3
are obstructions which make a steep climb necessary. Manual and Electrical Pitot Heat Switch . .
2-48
Adjustable Seats . . 7-21 Power Distribution
Single-engine procedures should be practiced in anticipation of an Maximum Glide . . . 3-10 Schematic . . .
2-22
emergency. This practice should be conducted at a safe altitude, with Maximum Performance Power Switch,
full power operation on both engines, and should be started at a safe Climb . . . .
6-6 Emergency . . .
2-24
speed of at least 120 MPH IAS. As recovery ability is gained with prac- Mixture Description Preflight Inspection . 1-2, 2-1
tice, the starting speed may be lowered in small increments until the Chart . . . .
7-11 Pressurization System
feel of the aircraft in emergency conditions is well known. Practice Momentary Overboost of Emergencies . . .
3-17
should be continued until: (1) an instinctive corrective reaction is de- Manifold Pressure . 2-52 Operating Details . 2-29, 7-11
veloped, and the corrective procedure is automatic and, (2) airspeed, Mooring Your Aircraft . 5-2 Optional System. 7-11, 2-34
altitude, and heading can be maintained easily while the aircraft is being Multi-Engine Airspeed Standard System .
2-36
prepared for a climb. In order to simulate an engine failure, set both Nomenclature . .
2-6 Standard Schedule . .
2-32
engines at full power operation, then at a chosen speed, pull the mixture Principle Dimensions . ii
control of one engine into IDLE CUT-OFF, and proceed with single-engine N Problem, Sample . .
4-6
emergency procedures. Simulated single-engine procedures can also be Propeller Care . . . 5-3
practiced by setting propeller RPM to simulate critical engine inoperative Night Flying . . .
2-14 Propeller Deice System .
7-7
as shown in Figure 3-3. Normal Category Propeller Synchronizer .
2-46
Manuevers . . .
4-1 Publications . . .
5-7
Normal Climb . . . 1-9
Normal Start . . .
1-5

Index-5

3-5
 Cabin Fan . . .
2-38
Cabin Heat . . .
2-37
Range Profile . . . 6-12 Emergency Power .
2-24
Rotating Beacon . . . 2-27 Pitot Heat . . .
2-48 ; 2
System
Alternate Induction Air . 2-9 --

o
Auxiliary Fuel . .
7-2 ri *

Sample Problem . .
4-6 Deice . . . .
7-6 om .

Seats, Manual and Electrical . . .

2-22 o
Electric . . . . 7-21 Emergency Procedures. 3-12
Schematic Fuel . . . .
2-18
-
Cabin Air System Landing Gear . .
2-27
Dump (Ram Mode) . 2-33 Optional . . . .
7-1
Pressurized Mode . 2-31 Cabin Pressurization 2-34
Electrical Power Oxygen 2-40
. . . .
c
Distribution . . 2-22 Pressurization . .
2-29
Fuel System . . . 2-18 Propeller Deice . .
7-7
Turbocharged Engine .
2-48 Turbocharged Engine .
2-48
Securing Aircraft . . 1-12
Servicing Intervals
Checklist . . .
5-10
Servicing Procedures and Table of Contents . . iii
Lubrication . . . 5-9 Tachometer . . . 4-4
Single-Engine Takeoff . . . . 2-5
Airspeed Nomenclature. 3-2 After . . . 1-9, 2-6
Approach and Landing .
3-10 Before . . . 1-7, 2-4
Takeoff . . . .
3-1 Normal . . . 1-8, 6-3
Takeoff Performance Single-Engine . 3-4, 6-5 ..a

Chart . . . . 6-5 Taxiing . . . . 2-4 2

Spins 2-11
Stall
.

.
.

.
.

.
.

.
.

. 2 -10
Turbocharged
Operating
Engine
g
-
i.u
a
Stall Speed Chart . . 6-2 Characteristics .
2-50
Starting Engines . . 2-2 Schematic . . .
2-49
Left Engine First . 1-5, 2-2 Turbocharged Engine e-
Static Pressure Alternate System . . . .
2-48
Source Valve 2-47 Altitude Operation 2-48
Strobe Lights
. . .

7-23 . Engine Shutdown

.

2-53
a -

-
. . . .

« ' c
Supplementary Information, Fuel Flow Variations o o -

o
Engine Failure During With Changes in o o.
Takeoff . . .
3-2 Manifold Pressure 2-51
Switches High Altitude Engine iaaraani w aanssaas
Auxiliary Fuel Pump .
2-19 Acceleration ..
2-52
Avionics . . . .
7--1
Battery and Alternator .
2-24

Index-6 Figure 3-3

 Manifold Pressure Ventilation, Heater
Variation Used for . . . 2-40
ENGINE FAILURE DURING FLIGHT WithAirspeed .
2-51 Voltammeter . . .
2-24
With Altitude .
2-50
(1) Inoperative Engine -
DETERMINE (idle engine same side as idle With Engine RPM. 2-50 W
foot). With Increasing or
Decreasing Weight and Balance . .
4-4
Before Securing Inoperative Engine: Fuel Flow. . 2-51 Windows and Windshields .
5-2
Windshield Alcohol Deice .
7-6
(2) Fuel Flow CHECK,
-

if deficient, position auxiliary fuel pump V Operating Checklist .

7-6
switch to ON. Windsield, Electric . .
7-9
Vacuum Pump Failure .
3-15 Wing Locker Fuel System .
7-3

\
NOTE

If fuel selector is in AUXILIARY TANK position,

switch to MAIN TANK and feel for detent.

(3) Fue1Quantity CHECK, and switch

-
to opposite MAIN TANK if
necessary.
(4) Oil Pressure and Oil Temperature -
CHECK, shutdown engine
if oil pressure is low.
(5) Magneto Switches CHECK. -

If proper corrective action was taken, engine will restart. If it does not,
secure as follows:

(6) Inoperative Engine SECURE. -

(a) Throttle CLOSED. -

(b) Mixture IDLE CUT-OFF.

-

(c) Propeller FEATHER. -

(d) Fuel Selector OFF. -

(e) Auxiliary Fuel Pump OFF. -

(f) Magneto Switches OFF. -

(g) Alternator Switch OFF. -

(h) Cowl Flap CLOSED. -

(7) Operative Engine ADJUST. -

(a) Power AS REQUIRED.

-

(b) Mixture ADJUST for power.

-

(c) Fuel Selector MAIN TANK (feel for detent). -

(d) Auxiliary Fuel Pump ON. -

(e) Cowl Flap AS REQUIRED. -

Index -7

3-7
 (5°
(8) Trim Tabs ADJUST bank toward operative engine).
-

..............., . (9) Electrical Load DECREASE to maintain a positive battery.

-

(10) As Soon as Practical LAND. -

ENGINE FIRE PROCEDURE

(See Section VII if Fire Detection and Extinguishing System is installed)

ON THE GROUND

(1) Throttles CLOSE immediately.-

(2) Brakes AS REQUIRED.

-

(3) Mixtures IDLE CUT-OFF. -

(4) Fuel Selectors OFF. -

(5) Battery Switch OFF. -

(6) Magnetos OFF. -

(7) Evacuate aircraft as soon as practicaL

IN FLIGHT ( Appropriate Engine)

(1) Throttle CLOSE. -

(2) Mixture IDLE CUT-OFF.

-

(3) Propeller FEATHER. -

(4) Fuel Selector OFF. -

(5) Auxiliary Fuel Pump OFF. --

(6) Engine -
SECURE.
(7) If fire persists LAND as soon as possible. -

(8) If fire goes out, CONTINUE according to engine inoperative

procedures.

ENGINE RESTARTS IN FLIGHT (After Feathering)

AIRCRAFT WITHOUT OPTIONAL PROPELLER UNFEATHERING
SYSTEM INSTALLED

(1) Magneto Switches ON. -

(2) Throttle -
FORWARD approximately one inch.
(3) Propeller FORWARD of detent. -

(4) Mixture FULL RICH,

-

Index-8 (5) Fuel Selector MAIN TANK (feel for detent).

-

3-8