SECTION 1

MOOEL T ¿ L I \J GENERAL

SECTION 1
GENERAL
TABLE OF CONTENTS

INTRODUCTION 1-1 SYMBOLS, ABBREVIATIONS AND

ENGINES 1-1 TERMINOLOGY 1-8
PROPELLERS 1-3 General Airspeed T e r m i -
FUEL 1-3 no! ogy and Symbols . . . 1-8
OIL 1-3 Meteorological Termi-
¡MAXIMUM CERTIFICATED nology . 1-9
WEIGHTS 1-4 Power Termino!ogy . . . . . 1-10
CABIN, BAGGAGE AND ENTRY Airplane Performance and
DIMENSIONS 1-6 F!ight Planning
STANDARD AIRPLAÑE WEIGHTS . . 1-8 Terminology . 1-10
SPECIFIC LOADINGS . . . . . . 1-8 Weight and Balance
Terminology . 1-11

INTRODUCTION
This handbook consists of 9 sections and an alphabetical index as
shown on the Contents page. This handbook includes the material required
to be furnished to the pilot by CAR 3. It a!so contains supplementa! data
supplied by Cessna Aircraft Company. Specific information can be rapidly
found by referring to the Contents page for the appropriate section, then
referring to the Table Of Contents on the first page of the appropriate
s e c t i o n , or by the use of the Alphabetical Index.

Section 1 of the Pilot's Operating Handbook presents basic airplane

data and genera! information which w i ü be of valué to the pilot.

ENGINES
Number of Engines: 2

Manufacturer: Teledyne Continental Motors'

Engine Model
Number: GTS10-520-L

Engine Type: Turbocharged, fue!-injected, gear driven, air cooled,

horizontally opposed, six-cylinder, 520 cubic-inch
di splacement.

Horsepower: 375 rated horsepower at 2235 propeller RPM and 39.0 •

inches H g . manifold pressure to the critica! altitude of
20,000 f e e t .

1 November 1975
Revisión 5 - 1 March 1985 1-1
 SECTION 1
GENERAL

THREE-VIEW DRAWING
MAXIMUM HEIGHT OF AIRPLANE WITH
NOSE GEAR D E P R E S S E D IS 11' 11.2"

NORMAL P R O P E L L E R
TIP T O G R O U N D
C L E A R A N C E I S 9.10
INCHES.
TOTAL WING AREA,
INCLUDING N A C E L L E S
AND F U S E L A G E WITHIN
THE WING PLANFORM,
IS 215.02 S Q U A R E FEET.
MINIMUM TURNING
R A D I U S I S 5 9 ' 1.2".
SEE FIGURE 7-11
FOR ADDITIONAL
INFORMATION.

3'8.7'

Figure 1-1

1-2 1 November 1975

\xrssi\i\
MOOEL' 421C SECTION
GENERAL
1

PROPELLERS
Number of
Propellers:

Manufacturer: McCauley Accessory División, Cessna Aircraft Company

Propeller Part
Number: 0850334-27

Number of Blades: 3

Propeller
Di ame ter: 7'6.0"

Constant speed, ful! feathering, nonreversible hydrau-

Propeller Type: 1 i cally actuated

(At 30-Inch Station)

Blade Range: a. Low Piten 16.6° +0.2°
b . Feather 84.6° +0.3°

FUEL
Grade: Aviation grade 100/130 (Green C o l o r ) .
Low lead aviation grade 100LL (Blue Color) is a suita-
ble altérnate.
Isopropyl alcohol may be added to the fue! supply in
quantities not to exceed 1% of the total.
Refer to Section 8 for additional information.

Total and Usable: See Figure 1-2

FUEL TABLE
Total Fue! Capacity Usable Fue!
System (U.S. Gallons) (U.S. Gallons)

Standard System 213.4 206.0

Standard System with One Optional 241.8 234.0
Wing Locker Tank
Standard System with Two Optional 270.2 262.0
Wing Locker Tanks
Figure 1-2

OIL
Grade: Aviation grade engine o i l . Refer to Section 8 for
additional information.

SAE Rating Ambient Temperature - °C (°F)

50 Above 4.4 (40)

10W30* or 30 Below 4.4 (40)

*SAE 10W30 is recommended for improved starting and

turbocharger controller operation in cold weather.

1 November 1975
Revisión 1 - 1 Mar 1976 1-3
 SECTION
GENERAL
1 Cessna.
MODEL 421C
Total Capacity: 13 quarts per engine

Drain and Refill

Quantity: 14 quarts per engine including one quart for oil filter.
Oil Quantity
Operating Range: Do not opérate engine on less than 9-quart indication.
To minimize loss of oil through breather, fill to 10-
quart leve! for normal flights of less than 3 h o u r s .
For extended f l i g h t , fill to capacity.

NOTE •

Dip stick indi cates the quantity of oil in the

engine and does not account for the 1 quart of oil
in the oil filter.

¡ M A X I M U M CERTIFICATED WEIGHTS

I Máximum Ramp
Weight: 7500 pounds
Máximum Takeoff
Weight: 7450 pounds
Máximum Landing
Weight: 7200 pounds
Máximum Zero
Fuel Weight: 6733 pounds

Máximum Weights a. Left and Right Wing Lockers - 200 pounds e a c h .

in Baggage When optional wing locker fuel is installed, the
Compartments: applicable wing locker baggage capacity is reduced
(Golden Eagle to 40 pounds.
Passenger
Configuration): b. Avionics Bay - 250 pounds less installed optional
equipment. Refer to the loading placard in the
airplane avionics baggage bay.

c. Nose Bay - 350 pounds less installed optional

equipment. Refer to the loading placard in the
airplane nose baggage b a y .

Aft Cabin (Bay A) See Figure 1-3 - 400 pounds (200

Pounds Per S i d e ) .

e. Aft Cabin (Bay B) See Figure 1-3 - 100 pounds (50

Pounds Per S i d e ) .

Máximum Weights a. Left and Right Wing Lockers - 200 pounds"each.

in Baggage When optional wing locker fuel is installed, the
Compartments: applicable wing locker baggage capacity is reduced
(Golden Eagle to 40 pounds.
Cargo Configuration
And All b. Avionics Bay - 250 pounds less installed optional
Executive Commuter equipment. Refer to the loading placard in the
Configurations): airplane avionics baggage bay.

1 November 1975
1-4 Revisión 5 - 1 March 1985
Cessna.
MOOEL 421C SECTION
GENERAL
1

Máximum Weights Nose Bay - 350 pounds less installed optional

in Baggage equipment. Refer to the loading placard in the
Compartments airplane nose baggage bay.
(Golden Eagle
Cargo Configura- Máximum cargo load aft of the front spar is not to
r o n And A l ! exceed 1600 pounds.
Executive Commuter
Configurations): The total cabin load including optional equipment
(Continued) aft of Station 238.1 is not to exceed 600 pounds.

Máximum cargo load in any 22.5 inch length of cabin

floor is 420 pounds per bay in the first three bays
(A, B & C) and 400 pounds in the fourth bay ( D ) .
The máximum load for the lower aft cabin shelf (Bay
A) is 400 pounds; for the upper aft cabin shelf
.(Bay B ) , the máximum load is 100 pounds. Máximum
floor load densities for the upper and lower
shelves should not exceed 75 pounds per square foot.

Tie-downs shall be provided in such a manner that

at least one forward and one aft tie-down will be
available for each 100 pounds of cargo when tie-
down rings are used, or 200 pounds when tie-down
bolts are u s e d , with a minimum of four tie-downs
for any one piece of cargo. Tie-downs are to be
located at seat stop hole locations only.

A system of retention, suitable to the cargo being

loaded and having strength compatible to the seat
rail tie-downs, must be used.

The total airplane loading must be consistent with

the weight and balance limitations of the passenger
configuration airplane.

If the cargo has a smooth, reasonably fíat lower

surface, load densities of up to 200 pounds per
square foot may be loaded on the floorboards. For
higher density objeets, with rough or sharp edged
supports, suitable supports, such as plywood or
thin lumber should be 'employed to reduce the floor
pressure load.

The bulk and p.osition of the loaded cargo should be

such as to permit entrance and emergeney exit of
the pilot and passengers.

Aft Cabin (Bay A) 400 pounds (200 Pounds Per

Side).

Aft Cabin (Bay B) 100 pounds (50 Pounds Per

Side).

1 November 1975
Revisión 1 - 1 Mar 1976 1-5
SECTION 1 (i>«.4.91P
GENERAL MODEL u£m I W

C A B I N , B A G G A G E A N D ENTRY D I M E N S I O N S
GOLDEN EAGLE

B A G G A G E
COMPARTMENT V O L U M E CUBIC FEET

AVIONICS B A Y 11.0
N O S E 25.0
WING L O C K E R E A C H (STD) 7.7
AFT CABIN (BAY A AND B) 30.6

—J24.0 j—-
, ,

Figure 1-3 (Sheet 1 of 2)

1 November 1975
1-6 Revisión 3 - 1 Feb 1977
 ( ^-
MODEL 421C SECTION
GENERAL
1

C A B I N , B A G G A G E A N D ENTRY DIMENSIONS
EXECUTIVE COMMUTER

27.9"

-12.8"

-104.0"

/
'UPPER AND L O W E R S H E L F

AVIONICS S H E L F
BAY B

N O S E B A G G A G E BAY A
•78.7"

22.0"-

-JA * i: <i :
11.3" •
42.4'

39.0"
'Til t '-'i- I : 1 49.6"
• 't , 13.5" \

55.0"-
- • : i • •
W H E E L W E L L 1

AVIONICS B A Y -189.9"-

49.6" (46.0" AT FLOOR)—|

55.0" (50.0" AT FLOOR)—) BAY BAY
A B

100.0"
(AT FLOOR)

-»|24.0"j— C A R G O A C A R G O D
C A R G O B C A R G O C
189.9

B A G G A G E AND C A R G O
COMPARTMENT V O L U M E - CUBIC FEET

AVIONICS B A Y 11.0
N O S E 25.0
WING L O C K E R E A C H (STD) 7.7
AFT CABIN (BAY A AND B) 30.6
CABIN (CARGO A. B. C AND D) 150.0

Figure 1-3 (Sheet 2 of 2)

1 November 1975
Revisión 3 - 1 Feb 1977 1-7
 SECTION
GENERAL
1 Cr^B.
MOOEL 421C
STANDARD AIRPLANE WEIGHTS
Standard Empty 4501 pounds (4729 pounds for 421C II)
Weight (Golden
Eagle):

Standard Empty 4521 pounds

Weight (Executive
commuter):

Máximum Useful 2949 pounds (2721 pounds for 421C II)

Load (Golden
Eagle):

Máximum Useful 2929 pounds

Load (Executive
Commuter): •

SPECIFIC L O A D I N G S
Wing Loading: 34.7 pounds per square foot

Power Loading: 9.9 pounds per horsepower

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

GENERAL AJRSPEED T E R M I N O L O G Y AND SYMBOLS

CAS Calibrated Airspeed is the indicated speed corrected for

position and instrument e r r o r . Calibrated airspeed is
equal to true airspeed in standard atmosphere at sea
level.
G Ja is acceleration due to gravity.
IAS Indicated Airspeed is the speed as shown on the airspeed
indicator when corrected for instrument e r r o r . IAS
valúes published in this handbook assume zero instrument
error.
KCAS Calibrated Airspeed expressed in k n o t s .
KIAS Indicated Airspeed expressed in k n o t s .
KTAS True Airspeed expressed in knots.
|NM Náutica! M i l e s .

TAS True Airspeed is the airspeed relative to undisturbed

air which is the CAS corrected for altitude, temperature
and compres sibil ity.

VA Maneuvering Speed is the máximum speed at which appli-

cation of ful 1 available aerodynamic control will not
overstress the airplane.

VFE Máximum Flap Extended Speed is the highest speed permis-

sible with wing flaps in a prescribed extended position.

1 November 1975
1-8 Revisión 5 - 1 March 1985
 MODEL • 421C
G ^ & . / l " J l í*
I \J
SECTION 1
GENERAL

VLE Máximum Landing Gear Extended Speed is the máximum speed

at which an airplane can be safely flown with the land-
ing gear extended.

V|_0 Máximum Landing Gear Operating Speed is the máximum

speed at which the landing gear can be safely extended
or retracted.
V w r Air Minimum Control Speed is the minimum flight speed at
A which the airplane is controllable with a bank of 5 o
toward operative engine when one engine suddenly becomes
inoperative and the remaining engine is operating at
takeoff power.

VNE Never Exceed Speed is the speed limit that may not be
exceeded at any t i m e .

VNO Máximum Structural Cruising Speed is the speed that

should not be exceeded except in smooth air and then
only with caution.

VSSE Intentiona! One Engine Inoperative Speed is a minimum

speed selected by the manufacturer for intentiona!ly
rendering one engine inoperative in flight for pilot
training.

Vx Best Angle-of-Climb Speed is the airspeed which delivers

the greatest gain of altitude in the shortest possible
horizontal d i s t a n c e .

Vy Best Rate-of-CIimb Speed is the airspeed which delivers

the greatest gain in altitude in the shortest possible
time.

METEROLOGICAL TERMINOLOGY

°C Temperature in degrees Celsius.

°F Temperature in degrees Fahrenheit.

ISA International Standard Atmosphere in which:

(1) The air is a dry perfect g a s ;
(2) The temperature at sea leve! is 15° Celsius (59°
Fahrenheit);
(3) The pressure at sea leve! is 29.92 inches H g .
(1013.2 m b ) ;
(4) The temperature gradient from sea leve! to the
altitude at which the temperature is -56.5°C
(-69.7°F) is -1.98°C (-3.5°F) per 1000 f e e t .

OAT Outside Air Temperature is the free air static tempera-

t u r e , obtained either from inflight temperature indica-
tions adjusted for instrument error and compressibility
effects or ground meteoro!ogical s o u r c e s .

1 November 1975
Revisión 5 - 1 March 1985 1-9
 SECTION
GENERAL
1
MOOEL 421C
fres sure Ai i. i tude measured from standard sea-leve! pressure
ti tude (?9.92 inches Hg.) by a pressure or barometric altim-
e t e r . It is the indicated pressure altitude corrected
for position and instrument error. In this handbook,
altimeter instrument errors are assumed to be zero.

| TEMP Temperature.

Wind The wind velocities recorded as variables on the charts

of this handbook are to be understood as the headwind or
ta i 1 wind components of the reported w i n d s .

POWER TERMINOLOGY

BHP Brake horsepower means the power d e ü v e r e d at the

propeller shaft of an airplane e n g i n e .

Critica! Thé máximum altitude at which in standard temperature it

Altitude is possible to maintain a specified power.

Máximum The power developed in a standard atmosphere from sea

Continuous leve! to the critical altitude at the máximum RPM and
Power manifold pressure approved for use during periods of
unrestricted duration.

RPM The revolutions per minute (RPM) as referred to the ro-

tational speed of the propeller shaft. Propeller RPM
is shown on a tachometer.

AIRPLANE P E R F O R M A N C E AND FLIGHT PLANNING

TERMINOLOGY

Accelerate-Go The distance required to accelérate an airplane to a

Di stance specified speed a n d , assuming failure of an engine at
the instant that speed is attained, continué takeoff on
the remaining engine to a height of 50 f e e t .

Accelerate-Stop The distance required to accelerate an airplane to a

Distance specified speed a n d , assuming failure of an engine at
the instant that speed is attained, to bring the a i r -
plane to a stop.

Aerobatic An intentiona! maneuver involving an abrupt change of an

Maneuver airplane's attitude, an abnormal a t t i t u d e , or abnorma!
acceleration, not necessary for norma! flight.

Bal ked A balked landing is an aborted landing (i.e., al!

Landing engines go-around in the landing c o n f i g u r a t i o n ) .

Balked Landing The minimum speed at which a transition to a balked

Transí tion Speed landing elimb should be attempted from 50-foot obstacle
height.

1 November 1975
1-10 Revisión 5 - 1 March 1985
CcSná.
MOOEL 421C SECTION
GENERAL
1

Demonstrated The demonstrated crosswind velocity is the velocity of

Crosswind the crosswind component for which adequate control of
Velocity the airplane during takeoff and landing was actually
demonstrated during certification tests. The valué
shown is not considered to be limiting. This valué is
not an aerodynamic limit for the airplane.

Maneuvering Maneuvering fuel is the usable fuel as shown in Section

Fuel 2 for a l ! airplane configurations, provided the máximum
side slip duration is not exceeded.

Máximum The máximum amount of braking pressure that can be

Effective applied to the toe brakes without locking the w h e e l s .
Braking

WEIGHT AND BALANCE TERMINOLOGY

Arm The horizontal distance from the reference datum to the

center-of-gravity (C.G.) of an item.

Basic Standard empty weight plus installed optional equipment.

Empty Weight
The arm obtained by adding the airplane's individual
C.G. Arm moments and dividing the sum by the total w e i g h t .

C.G. Limits The extreme center-of-gravity loca tions within which the
airplane must be operated at a given w e i g h t .

Center-of- The point at which an airplane would balance if sus-

Gravity (C.G.) pended. Its distance from the reference datum is found
by dividing the total moment by the total weight of the
airplane.

Jack Point One of the three points on the airplane designed to rest
on a j a c k .

MAC The mean aerodynamic chord of a wing is the chord of an

imaginary airfoil which throughout the flight range will
have the same forcé vectors as those of the w i n g .

Máximum Máximum weight approved for the landing touchdown.

Landing Weight

Máximum Máximum weight approved for the start of the takeoff

Takeoff Weight run.

Máximum Zero Máximum weight exclusive of usable fuel.

Fuel Weight

Manent The product of the weight of an item multiplied by its

a r m . (Moment divided by a constant is used to simplify
balance calculations by reducing the number of digits.)

1 November 1975
Revisión 5 - 1 March 1985 1-11
SECTION
GENERAL
1 CrSSna.
MODEL 421C
Payload Weight of occupants, cargo and baggage.

Reference An imaginary vertical plañe from which all horizontal

Datum distances are measured for balance purposes.

Residual Fuel The undrainable fuel remaining when the airplane is

defueled in a specific attitude by the normal means and
procedures specified for draining the tanks.

Standard Weight of a standard airplane including unusable f u e l ,

Empty Weight ful 1 operating fluids and full o i l .

Station A location along the airplane fuselage given in terms of

distance from the reference datum.

Tare Tare is the weight of c h o c k s , blocks, stands, e t c . used

when weighing an airplane, and is included in the scale
readings. Tare is deducted from the scale reading to
obtain the actual (net) airplane w e i g h t .

Unusable Fuel Fuel remaining after fuel runout tests have been com-
pleted in accordance with governmental regulations.

Usable Fuel Fuel available for flight planning. -

1 November 1975
¡1-12 Revisión 5 - 1 March 1985