CESSNA ALRCRAFT. comPanY wooEL 421) SERVICE MANUAL Flugplatz Ellermihle Landshut PASSENGER SEATING ARRANGEMENT: itt seat stor ‘thu to i ore seat Tacx sex sre | | Suce station sear str < sane we FLooR AT. sTOP. SEAT STOP. 1 corter pun 92.92 192.92 wa s26r sie staan ae a seat stm Avvetcaty STATION station NOTE 4, 7TH Aho 8TH SEAT IS ae bia Harttest SE aires sation J seat ser Sane a Se aa 4 ONLY AVAILABLE HOLE. 252.98 252.93 1 ran re a. tw toner, rasta ger STI oe a sey Bee or U BR Sri Sd Savicki PASSENGER SEAT STOP LOCATION oemar A ocetar B Seating Arrangewent Schematic and Seat Stop Locations Figure 4 (Sheet 3)7 cal FAA APPROVED Airplane Flight Manual Supplement FOR Mopets SERIALS 7303 30300001 thru 730300315, 310 310R1501 thru 310R2140 335 336-0001 thru 338-0065 340 340A0601 thru 34041817 401 401-0001 thru 40180221 402 402.0001 thru 402C1020 404 404.0001 thru 404.0859 ait 411-0001 thru 41180300 414 414-0001 thru 41401212 421 421-0001 thru 421C1807 Serial No. Registration No. ‘This supplement must be attached to the FAA Approved Airplane Flight Manua or Pilot's Operating Handbook/FAA Approved Airplane Flight Manual when the Auxiliary Fuel Pump Switching System is installed in accordance with Cessns ‘Multi-Engine Service Bulletin MEBS8-3. ‘The information contained herein supplements or supersedes the information the basic Aizplane Flight Manual or Pilot's Operating Haxdbook/FAA Approvet Ainplane Flight Manual and all Checklists. For limitations. proce:ures, and per formance information not contained in this supplement, consult the basie Air plane Flight Manual or Pilot's Operating Handbook/FS Approved Airplan Flight Manual. SPR MG an ence cs COPYRIGHT © 1988 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS USA Original Issue - 20 December 198 ® member of GAMA Revision 1-10 February 2 1625-1-13-RPC-6000-2/89SWITCHING SYS LEAL SECTION 1 GENERAL AUXILIARY FUEL PUMP SWITCHING SYSTEM. ‘To improve the reliability of the ausiliary fuel pump systems in Cessne conventional twin-engine airplanes (except Model 310 airplanes prior to Model B10C which are not affected by this change). the automatic fuel pressure sensing ‘switeh and ausiliary ivel pump switeh for each engine have been removed and replaced with new three-position. lever lock. toggle-type auxiliary fuel pump Switches and circuitrs. This modification provides direct pilot cuntrol of the ‘output prescure of the two auxiliary fuel pumps. The switches are labeled AUN PUMP, L (ett engine! and R (right engine) and switch positions are LOW, OFF. and HIGH. The LOW position operates the auxiliary pumps at low speed and an be used, when required, to provide supplementary fuel pressure for all normal ‘operations, The switches are OFF in the middle position. The HIGH position is reserved for emergency operation. and operates the pumps at high speed. The HIGH position supplies sufficient fuel Now to sustain partial engine power in the event of an engine-criven fuel pump failure, The switches are locked out of the HIGH position and the switeh togale must be pulled out to clear a detent before it can be moved to the HIGH setting. The togsle need not be pulled vo return the switeh to OFF. In Models 340A, 414, 421, 421A and 421B, additional fuel tank selector logic is added to activate the auxiliary fuel tank system in-line fuel pumps when the ‘auxiliary fuel tanks are selected, thereby making the auxiliary tank in-line pump ‘operation independant of the auviliary fuel pump switches. SWITCH OPERATION Operation of the new switching system is simple and straightforward. The new LOW position of the auxiliary fuel pump switches should be used whenever fan original manual/handbook or checklist procedure specifies either LOW (PRIME in early 310 oF 320 airplanes) or ON. The LOW position is also used anytime there are indications of vapor, as evidenced by = “nervous” fuel flow needle, Auxiliary fuel pumps, if needed, are to be operated on LOW in all conditions except when an engine-driven fuel pump fails. ‘The new HIGH position supplies sufficient fuel flow to sustain partial engine power and should be used solely to sustain the operation of an engine in the event its engine-driven fuel pump fails. Failure of an engine-driven fuel pump will bbe evidenced by a sudden reduction in the fuel flow indication immediately prior toa loss of power while operating from # fuel tank containing adequate fuel. In an emergency where loss of an engine-driven fuel pump is involved. pull out on the applicable auxiliary fuel purap switch to clear the detent and select the HIGH position. Then adjust the throttle and mixture controls to obtain sat- Original IssuePLIGHT MANUAL SUPPLEMENL isfactory operation. At high manifold pressure and RPM, auxiliary fuel pump output may not be sufficient for normal engine operation. In this case, reduce ‘manifold pressure ta level compatible with the indicated fuel flow. At low powers. the mixture may have to be leaned as necessary for smooth engine Speration. If HIGH ausiliary pump output does not restore adequate fuel flow, a fuel leek may exist and the auxiliary pump should be shut off, the engine secured and propeller feathered, and the flight terminated on the remaining engine. On rare occasions. such as during engine starting in cold weather, the HIGH position (instead of LOW) may be needed for a few seconds to ensure @ good ground start or restart in flight. A caution If the auxiliary fuel pump switches are placed in the HIGH position with the engine-driven fuel pump(s) op- erating normally, total loss of engine power may occur. When performing training in single-engine operations, the auxiliary fuel pump of the engine to be shutdown should be tured OFF (if it was on LOW) prior to any simulated engine failure or prior to any intentional engine shutdown to preclude fuel accumulation in the engine intake system. ‘The following limitations and procedures apply only to the operational cchenges of the auxiliary fuel pump switehes and not the entire procedure, SECTION 2 LIMITATIONS ‘The following new placard is provided to identify that the airplane has been ‘modified and show the proper switch positions for normal operation. It is located. fon the left cabin sidewall near the auxiliary fuel pump switches and must be ‘installed when the airplane is modified in accordance with Cessna Multi-Engine Service Bulletin MEBS8-3, THE AURARY FUEL POMP SYSTEMS IN THS ARPLANE ave SEEN MODIFED BY SERVICE SULETW WIEBE, ‘AR PON LOW FOR TAKEO {anne avo vaPCR CLEAR, ‘AUC PUMP HGH F® ENGINE ‘ANN PUMP FALE (VERY (OW OF WO FEL PRESS), SEE FOR OF AFM SUPPLEMENT DH SUPLEMENTAL BP.SWITCHING SYSTEM FLIGHT MANUAL SUPPLEMENT ‘The fnllowing additional placard is provided to overlay an existing placard (it installed near the fvel selector. SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE DURING FLIGHT BEFORE SECURING INOPERATIVE ENGINE Fuel Flow - CHECK. If deficient, position auxiliary fuel pump to HIGH. IF ENGINE DOES NOT START Operative Engine - Auxiliary Fuel Pump LOW ENGINE INOPERATIVE LANDING Operative Engine - Auxiliary Fuel Pump LOW. ENGINE-DRIVEN FUEL PUMP FAILURE Auxiliary Fuel Pump - HIGH. AIRSTART Auxiliary Fuel Pump - CHECK OFF. If on LOW or HIGH, purge engine. Original IssveFLIGHT MANUAL SUPPLEMENT. SWITCHING SYSTEM SECTION 4 NORMAL PROCEDURES. BEFORE TAKEOFF Ausiliary Fuel Pumps - LOW AETER TAKEOFF, CLI WW ALTITUDE ath OFF, CLIMB OR LOW Al Ul Auxiliary Fuel Pumps - OFF (LOW if necessary to suppress vapor} CRUISE (Above 12,000 Feet) Auxiliary Fuel Pumps LOW for 5 minutes after leveling off to suppress vapor tendencies, DESCENT Aoxiliary Fuel Pumps - LOW BEFORE LANDING Auxiliary Fuel Pumps - LOW, AFTER LANDING Ausiliary Fuel Pumps - OFF (LOW if necessary to suppress vapor). PRACTICE SINGLE ENGINE PROCEDURES Ausiliary Fuel Pamps - OFF. SWITCHING FUEL TANKS Ausiliary Fuel Pumps - LOW. Original IssueSECTION 5 PERFORMANCE ‘There is no change in airplane performance with the auxiliary fuel pump switching system modification, 6 Original Iesueand FAA APPROVED AIRPLANE FLIGHT MANUAL CESSNA AIRCRAFT COMPANY [reer MODEL 421C AR APPROVED IN NORMAL Serial Number__42301.115 catecony BASED ON CAR - Be CARRIED INTHE AIRPLANE Registration Mumbet__N2652¥ AT ALL TIMES. THIS MANDBOOK INCLUDES THE MATERIAL REQUIRED TO SE FURNISHED TO THE PILOT BY CAR PART & AND CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT MANUAL CESSNA AIRCRAFT COMPANY 3 NOVEMBER 1980THIS MANUAL WAS PROVIDED FOR THE AIRPLANE IDENTIFIED ON THE TITLE PAGE ON 10-05-91. SUBSEQUENT REVISIONS SUPPLIED BY CESSNA AIRCRAFT COMPANY MUST BE PROPERLY IN- SERTED. Cin Aine Sa CESSNA AIRCRAFT COMPANY, PAWNEE DIVISIONCONGRATULATIONS Welcone to the ranks of Cessna omers! Your Cessna has been designed rnd constructed to give you the mst’ in perfomance, econery, and confort. It is our desire thet you will find flying it, either for business. oF pleasure, 8 pleasant and profitable experience: This Pilot Operating Handbook and FAA Approved Flight Manual has been prepared as @ guide to help you get the mst pleasure and utility fren your airplane. It contains information about your Cessne's equiprent, operating ‘wrocedures and performance; and suggestions for its servicing and core. We ange you to reed it fron 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 Cessna Custoner Services Department stands resdy to serve you. The following services are cffered by most Cessna Dealers (© THE CESSNA WARRANTY, which provides coverage for parts and labor, is available at Cessna dealers worldwide. Specific benefits and provisions of warranty, plus other important benefits for you, are contained 1 your Custoner Care Handbook supplied with your airplane. Warranty Service is available to you at authorized Cessna Dealers throughout. the world upon presentation of your Custoner Care Card which establishes your eligibility under the warranty. (© FACTORY TRAINED PERSONNEL to provide you with courteous expert service. (© FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workranship. © 4 STOCK OF GENUINE CESSWA SERVICE PARTS on hand when you need them: (@ THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSHA AIRPLANES. Cessna Deelers have alll of the Service Manuals and Parts Catalogs, and are kept current by Service Informtion Letters publishee by cessna Aircraft conpany Me urge 211 Cessna owners to use the Cessna Dealer Organization to the fullest. A current Worldwide Custoner Care Directory acconpanies your new air= plane. The Directory {s revised frequently, and a current copy can be obtained fron your Cessna Dealer. Make your Directory one of your cross- Country flight) planning aids; a warm welcone awaits you at every Cessna Dealer, 3 November 1980some tan i Erie fe ete i Some ‘iste foun usmle Fuel) RET ananen wale 10,00 Feet (1866 Fees able Fuet) 10,000 Fet (0572 Pounds viable Fuet) 25,000 Fest (1236 Pounds able Fuel) 25,00 Feet (408 Pounds Yable Feet) eet inthe tle, rhea ba tae We 5,00 Feet (1578 Pend able Fuel) 8h Seticol wien ‘boo and 32 18 Avice, aa (ines, wng Eto ine eine) ped ‘sta ureter sitio onitacie HE Feat gts AON fi TAS on rn tbo ons ist) etl Distance (Ovi Sfocéistacte) siatica out tele: aowovasea) felon fh Enigon feels ie Fh) Fit chet 'lanand (25 Gitte 'vable) ; UUSh oe ten acer Tan (32 ca tor fate} Net tes ay Loca” Yams (te dates Sst) ous cna “Fa Ee tunes Sealing Gare, tuanowran Fellneced Epes 10-5201 NS ein esa ree Consent Sone, fll Faetnering, ThaseEladed 76 olemeter oxcess2? range ate inctedes eVneonces, for star, tant, eatot resureaat te portion (Culse power Speeds Sised on Eovimated Miecratze. Ua‘ aMt ‘eer eetomune aes are aed on he indented weighty uate stars cn ‘rae Pant ests contacted oy"tne Conte Aircraft Conary under careatly Socnantee Conds fe PAT iat Talal trgienes and mera tectrt 2a ing igh n= 4 3 Novenber 1980The Pilot's Operating Handbook and FAA Approved Airplane Flight Manual in the airplane at the tine of delivery from Cessna Aircraft Company con- teins infomation applicable to the 1981 Mode! 4Z1C airplane designated by the seria) number and registration number shown on the Title Page of this handbook. REVISIONS Changes and/or additions to this handbook will be covered by revisions published by Cessna Aircraft Company. These revisions are distributed to a1 Cessna Dealers and to owners of U.S. Registered airplanes according to FRA records at the tine of revision issuance. Revisions should be exa in this handbook. ed immediately upon receipt ané incorporated note It fs the responsibility of the ovner to maintain this handbook in a current status when it 1s being used for operat ional purposes. Owners should contact their Cessna Dealer whenever the revision status of their handbook is in question. A revision bar will extend the ful) length of new or revised text and/or sVustrations added on new or presently existing pages. This bar will be Tocated adjacent to the applicable revised area on the outer margin cf the page. ANT revised pages will carry the revision munber and date on the applt- cable page. The following Log of Effective Pases provides the dates of issue for original and. revised. pages, and. Iating of 411 pages. in the hendbook. Peges” fected by the current revision are indicated by an asterisk (*] preceding the pages Tisted. LOG OF EFFECTIVE PAGES Dates of Tesue for original and revised pages are: Original «6 0. «= 3 Nov 1980 Revision 2. 101.1 2 Apr 1982 Date Assiganent Record thes i! 3 Novanber 1980 Revision 1 - 2 Apr 1982Page Date Page Date Jann « see 2 Apr 82 7.3 they reat ER Lidia }3-13/3-i 212 Aor 22 Sis thre 3° 3 tov 80 pairs 2 hor 82 Be 3 yor 80 e3ci9 112 Apr a2 320 3 223 yer 8 mune 112 Ror a2 33 tnw Lila Ney 89 jSc35/a856 LLL 2 Ape ae Gee ec ster nigted | agget tite PEED Spor TA) iney'%s0 : ae sere Se LL ereeee tot Ri oie ay ILI L D2 tor ee 2 thes B61 au tha @al lll Smee | ge EEE Se ee la-ag thru 4-23-2221 aor ee RTGS Mees ss cea tel | wgay TEM e426 ese e hr Eine eh ID! se96 inw'alah 22 ov 80 aged they E182 22S eae ee LB AB Be cL thu 2 4ez9 tneu'ai3d 22523 nov 80 TRH RMU 2 ayes eit ls 3 Nov 80 Slngesa Indeed ScL'thru Selo’ 2 21 3 Now 30 G1 thru 629), 222113 Nov a0 nore. jescto'enru'e-ad 222 12 Apr wo 6213 thea 26 0 221 2N6v 80 | Refer to section 9, Table of S-27/6e28 213 tov 80 | Contentss for supptenenes sepnse e-29/6-30 222112 3 nov 80 | Cable to’ optional systens. rt thew 792 2 TIL 2 Ane Be PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL PART NUMBER 1D1505-1-15PH-RPC-300-6/82 3 Novenber 1980 Revision 1 = 2 Agr 1982 wTABLE OF CONTENTS SECTION PAGE ALPHABETICAL INDEX ., GENERAL .,. LIMITATIONS. EMERGENCY PROCEDURES NORMAL PROCEDURES . tenes 4 PERFORMANCE se0ee 5 WEIGHT & BALANCE/EQUIPMENT LIST... AIRPLANE & SYSTEMS DESCRIPTIONS AIRPLANE HANDLING, SERVICE & MAINTENANCE... SUPPLEMENTS, Index 3 Novenber 1980 ContentsSECTION 1 GENERAL TABLE OF CONTENTS Page Page snrRoDuCTION 1-1 SYMBOLS, ABBREVIATIONS AKO ENGINES. sS HL TERAIROLOGY we. 6 THREE-YLEW' DRaitTAG 1-2 General Airspeed Tern PROPELLERS 13 nology and Symbols... 1-6 FUEL 1-3 Meteorological Termi- Ubovuerertisies I nolegy ss. 17 euviniuh Getrisicitéo'weléHis’” 1-¢ power Terminglosy 18 CABIN, BAGGAGE AND EWTRY Airplane Performance and DIMENSIONS ss ss Flight Planning STANOARD ALROLANE WeiGhTS <> Terminology... 168 SPECIFIC LORDINGS « Meight and Balance Terainoloay fee 8 INTRODUCTION This handbook consists of 9 sections end an alphabetical index as shown on’ the Contents page. This handtock includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplenental data. supplied by Cessna Aircraft Company. Specific information can be rapidly found by referring to the Contents page for the appropriate ~~~ tion, then referring to the Table OF Contents on the first pace of apprepriate section, or by the Use of the Alphabetical Index. Section 1 of this handbook presents besic airplane date and general information which will be of value to the pilot. ENGINES Nunber of Engines: 2 Manufacturer: Teledyne Continental Notors Engine Hocel tuber: Grst0-s20-.N Engine Type: Turbocharged, fuel-injected, gear driven, air cooled, horizontally’ opposed, six-cylinder, 540 cubte~ineh displacement. Horsepower: 325_rated horsepower at 2235 propeller RPN. and _39.0 Inches Hg. manifold pressure tothe critical altitude or eter 3 Novender 1980 12 jsseuateceror Ameena rl — 780° i PROPELLER ) SAMETERS i Se (aaa) eirtens anes Figure 1-1 3 Novenber 19802 Manufacturer: McCauley Accessory Division, Cessna Aircraft Company Propetier Part Nunber:| 0350338-27 Number of Blades: 3 PropeNer Dianeter T6.0 Propeller Type: Constant speed, full feathering, nonreversible hydrau- Tieally actuated Blade Rance: (At 30-Inch Station) a. Low Pitch 15.69 20.20 BI Feather | 84159 20139 FUEL (Approved Fuel Grades And Colors)* PRIMARY — = 100 (Formerly 100/130) Grade Aviation Fuel (Green) ALTERNATE = 100LL Grade Aviation Fuel (Blue) lsopropy! alcohol or ethylene glyco? mononethyl ether ‘may be added to the fuel supply. Additive concentra tions shall not exceed if for isopropyl alcohol or «19% for ety ere glyco} ong ether RSTGETES sehen ‘for additional information, Total and Usable: See Figure 1-2 FUEL TABLE Total Fuel Capacity | Usable Fuel (U.S. Gations) | (U.S. Gattons) Standard System ‘Standard systen with One OptTone Wing Locker Tank Standard Systen with Two Optvoral Wing Locker Tanks Figure 1-2 Aviation grade engine of1. Refer to Section & for additional information. 3 Novenber 1980, 3STANDARD AIRPLANE WEIGHTS Ustandard Empty $640 pounds (4837 pounds for 4210 II) (5048 pounds Wefght: for 4zi¢ 111) [soxinus Usefur 2860 pounds (2663 pounds for 421C 1) (2452 pounds for Load aaic 11) SPECIFIC LOADINGS Wing Loading: 34.7 pounds per square foot Power Loading: 9.9 pounds per horsepower SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS cas Calibrated Airspeed is the indicated speed corrected for position and instrument error, Calibrated airspeed is equal to true airspeed in standard ateosphere at sea level. 6 G fs acceleration due to gravity. As Indicated Airspeed 1s the speed as shown on the airspeed ngicator when corrected for instrument error. IAS values published in this handbook assume zero Instrusent eas Calibrated Airspeed expressed in knots. IAs Indicted Airspeed expressed in knots. ras True Airspeed expressed in knots. aS Teve Airspeed is the airspeed relative to undisturbed Tirvahich ts: the CAS corrected for altitude, tenperature and compressibility. Manewering Speed is the naxinun speed at which appli- . Cation of TolT available aerodynamic. control wilt noe Overstress the airplane. vee Maxinun Flap Extended Speed is the highest speed permis- sible with wing flaps in a prescribed extended position. Me Maximum Landing Gear Extended Speed is the maxinun speed at which an airplane can be safely flown with the Yanding gear extended. Lo Maxiaun Landing Gear Operatina Speed is the maximum Speed at-which the Tending gear-can te safely extencee or retracted. ~ 3 Navenber 1980 16 Reviston 1 = 2 Apr 1982ane LD Yieg Wwe Ko Vsse. % w Air Mintnus Control speed is the mininun flight speed at Stier tne aieplane Teceirectionaily concrellable determined in accordance with Federal Aviation Regula tions. "Airplane certification conditions include one engine deconing inoperative and windnt1 ing; not more hana 5° benk towards the operative engine; takeoff ower on operative engine; landing gear up; flaps in takeoff position; and most rearward C3. Never Exceed Speed is the speed Tinit that may not be exceaded at any tine, Meximun Structural Cruising Speed is the speed that Should not be exceeded except tn snooth ait and then only with caution. Intentional One Engine Inoperative Speed is 2 minimum ‘peed selected by the manufacturer for tntentionally Fendering one engine inoperative in Flight for pilot treining. Best Angle-of-Clinb Speed 1s the airspeed which delivers he greatest goin oF aleTtude tn the shortest possible horizontal distance. Best Rete-of-Clinb Speed 1s the airspeed which delivers the reatest gain tr etade tn the shortest possible tine. METEOROLOGICAL TERMINOLOGY ° oF 158 oar Pressure Altitude 3 Novenber 1980 Temperature in desrees Celsius. Temperature in degrees Fahrenheit. International Standard Atmosphere in whicl (1) The air is a dry perfect gas; (2) The temperature at sea Tevel is 15° Celsius (59° Fahrenheit); (3) The pressure at sea Te (2013.2 m6); (4) The tenperature gradient from sez level to, the aleftude at which the Cenpersture 1s -86.5°C (-69.79F)"is"~1.989C (-3.59F) per 1000 feet. 1 is 29.92 finches Hg. Outside Air Tenperature 4s the free air static tenpera- ‘wre, obtained either fron inflight tenperature indica- tions adjusted for Instrunent error and compressibility effects or ground eteorologtcal sources. Altitude measured fron standard sea-level pressure (25.92 inches Hg.) by a pressure or barometric altin= eter. It ts the indicated pressure altitude corrected for position end instrunent error. In this handbook, altineter Instrument errors are assuned to be zero. aceneraL von “TLIG SAE Rating ‘ibieat Teupereture - °C (°F) 30 ‘Above 4.4 (40) 2 Below 4.4 (40) Nultiviscosity Unrestricted ~ after 100 Hours Viscosity: Total Sump Capacity: 13 quarts per engine Drain and Refill Quantity: AM quarts per engine including one quart for oil filter. 011 quantity Do not operate engine on less than S-quart indication. Operating Range: To minimize loss of 011 through breather, fill to 10- quart level for normal flights of ess than 3 hours. For extended flight, Fill to capacity. NOTE Dip stick indicates the quantity of off in the engine ané does not account for the 1 quart of of] in the ofl Filter. MAXIMUM CERTIFICATED WEIGHTS Maxisun Ramp weight: 7500 pounds = 3402 Ky ip focouy Taglnd Yaxinun Tskeott Weight: 7450 pounds 3P4 ky axinue Lancing weight: 7200 pounds taxinun Zero Fuel Weight: 6733 pounds Yaximun Weights a. Left and Aight Wing Lockers = _200 pounds each. ‘in Baggage ven. optional wing locker fuel” Te neta) ied, the Comparinents anplicabte wing locker baggage capacity. is reduced 26140. pour ratuce b. Avionics Bay - 250 pounds tess installed optional equipment. ‘Refer to the loading placard in the airplane avionics baggage bay. c. Mose Bey = 350 pounds Jess installed optional equiment. Refer to the loading placard in the airplane nose baggage bay. 4. Aft Cabin (Bay A) See Figure 1-3 - 400 pounds (200 Pounds Per Side). fe. Aft Cabin (Bay 8) See Figure 1-3 - 100 pounds (50 Pounds Per Sige). 3 Novenber 1980 4 Revision 1 2 Apr 1982woot wenenn CABIN, BAGGAGE AND ENTRY DIMENSIONS GOLDEN EAGLE Avionies steve a CP carn t= 4 Waeet welt Avionics Bay j—s80" BAsoAcE C= COMPARTMENT VOLUME - CUBIC FEET ae ‘avionics BAY ES WING LOCKER EACH (STO) AFT CABIN (BAY A AND 8) Figure 1-2 3 Novenber 1980Wind The wind velocities recorded as variables on the charts of this handbook are’ to be understood as the headwind or tetlwind components of the reported winds. POWER TERMINOLOGY Be critical Altitude Maximum Continuous Power ent Brake horsepower means the pover delivered at the propeller shaft of an airplene engine. ‘The maximum altitude at which in standard temperature tt is possible to maintain a specified power. ‘The poner developed in 2 standard atmosphere from sea level to the critical altituce et the mximum RPM and ‘manifold pressure approved for use during periods of Unrestricted duration. ‘The revolutions per minute (RPM) of an engine refers to ‘the rotational speed of the propeller shaft, as shown on a tachorater, AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Accelerate-Go Distance Accelerate-Stop Distance Aerobatic Neneuver Belked Lancing Balked Landing Transition Speed Denonstrated Crosswind Velocity Neneuver‘ing Fuel Maximum Effective Braking Le ‘The distance required to accelerate an airplane to a specified speed and, assuning failure of an engine at that speed after liftoff ang with gear in transit ggntinue takeoff on the retaining engine’ to a height of 50 fect. The distance required to accelerete an airplane to a specified speed and, assuming failure of en engine at ‘the instant that speed is atteined, to bring the air~ plane toa stop. ‘An intentional maneuver involving an abrupt chenge of en airplane's attitude, an abnormal attitude, or abnormal acceleration, not necessary for nomal flight. A balked landing is an aborted landing (i.¢.5 a7 fengines go-arouné in the landing cont iguration).. ‘The minimum speed at which a transition to a balked landing clinb should be attenpted tron §0-foot obstacle height. The demonstrated crosswind velocity is the velocity of ‘the crosswind conponent for which adequate control of the airplane curing takeoff and landing wes actually denonstrated during certification tects. The value shown is not considered to be Viniting. This value 4s not "an eerodynanic Vimit for the airplane, Heneuvering fuel 1s the usable fuel as shown in Section 2 for all airplane configurations, provided the maximum side slip duration is not exceeded. The maximum anount of braking pressure that can be applied to the toe brakes without Tacking the wheels. 3 Novenber 1980won TAU GENERAL WEIGHT AND BALANCE TERMINOLOGY Ar Basic Empty Weight £6. Arm C28. Limits Center of Gravity (C.6.) Jack Point, mac Maxteun Landing Weight Maximum Ramp Weight Haxtmun Takeot? Weight Maximun Zero Fuel Weight Monent Payload Reference Datum Residual Fuel Standard Enpty Weight Station 3 Novenber 1980 The horizontal distance from the reference datun to the center of gravity (C.6.) of an iten. Standard enpty weight plus installed options! equipment. The arm obtained by adding the airplane's individual monents and dividing the sur by the total weight. The extrene center of gravity locations within which the airplane mist be operated ata given weight, The point at which an eirplane would batance 4 sus- pended, Its distance fron the reference datum 1s. found by dividing the total moment by the total weight of the airplane. (One of the three points on the eirplane designed to rest ona jack. ‘The mean aerodynamic chord of a wing 4s the chord of on imaginary airfoil which throughout the flight rence will have the sane force vectors as those of the wing. Nexinun weight approved for the landing touchdown. Heximan weight approved for ground maneuver (it includes weight of start, taxi and run-up fuel). Nexium weight approved for the start of the takeoff Yoximin weight exclusive of usable fuel The product of the weight of an ten multiplied by its arn.’ Glonent divided by a constant 4s Used to sin if Balance calculations by reducing the nunber oF eights.) eight of eccurents, cargo and basgase. An imaginary vertical plane from which all horizontal distances are measured for balance purposes. The undrainable fuel rengining when the airplane 1s defueled in 2 specific attitude by the normal means and procedures specified for draining the tanks, Weight of a standard airplane including unusable fuel, Full operating fluids and full oiT, A Tocation along the airplane fuselage given in terms of distance from the reference datum. 1GENERAL Tare Unusable Fuel Usable Fuel a-10 woe TU Tare fs the weight of chocks, blocks, stands, etc. used when weighing an airplane, and 1s included in the scale Feadings. Tare is deducted fran the scale reading to obtain the actual (net) airplane weight. Fuel renaining after fuel runout tests have been com pleted in accordance with governnental regulations. Fuel available for flight planing 3 Novenber 1980©. untanonsSECTION 2 LIMITATIONS TABLE OF CONTENTS Pose Page INTRODUCTION ww ee 2-1 FLIGHT CREW LIMITS Pad AURSPEED LIMITATIONS’ <<<. 2-2 OPERATION Liars. 221 27 ENGINE LIMITATIONS <2) 23° FUEL LIMITATIONS <2 2.207 MISCELLANEOUS INSTRUM; NAXINGM OPERATING ALTITUDE MARKINGS se ee 6 INT 28 WEIGHT LimTs 2 2-6 CABIN PResSuRudATION Limit’ < Ze MANEUVER LIMITS SL: 2-7 REQUIRED PLACARDS... =. > 2-8 FLIGHT LoAO FACTOR Limits 2-7 INTRODUCTION Section 2 of this handbook presents the operating limitations, the significance of such imitations, instrunent markings, color coding end basic placards necessary for the’ safe operation of the eirplane, its power plantsy standard systens and standard equipment, The linitations includes tn this section and Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Taw. Operation in countries other than the United States may require observance of other Miitations, procedures or performance data in appli- cable supplenents NOTE: Refer to Section 9 of this handbook for anended operating Tinitations, operating procedures, per: formance data and other necessary information for airplanes equipped with specific options. 3 Novenber 1980 2AIRSPEED LIMITATIONS (se: AIRSPEED LIM Htaneuvering Speed tq (knots) 151 INexinun Flap Extended ‘Speed rE (Knots) 150 450 IAS | KEAS| e Figure 2-1) TATIONS TABLE ERARKS, 150[ Do not make abrupt control move- sents above this speed. Do not exceed this speed with the 175] given flap setting. Rate-of-Clinb Speed Wy (inets) 345 lraxirum Sear Operating 176 | 175{ 00 not extend landing gear above Speed ig (knots) this speed. rum Gear Extended 176 | 175] be not extend or retract landing Speed Vg (Knots) gear above this. speed. Sr Winirun Controt a0 | @2| This is the wintnun fight speed Speed Wvcq. (knots) at which the airplane 1 con~ troTlable with one engine. snoper~ ative ane & 56 bork towards the aperative engine one Engine Inoperative best | 111 | 111| This speed delivers the greatest gain in eltitude in the shortest. possible tive with one engine inoperative at set level, standard dey conditions and 7450 pounds wetahte Hever ficeed Speed Zid | 230) Do noe exceed this apeed tm any ee Cots) cperation. |roxtnun Structure? zai | 200| do not exceed this speed except Cruising’ Speed Sh Gnooth air and then omy with ‘no linet) ctutton. Figure 21 ae 3 Yoventer 1980‘wai 4210 LstTTATIONS Atrapeed Indicator Markings: See Figure 2-2 AIRSPEED INDICATOR TABLE IAS VALUE wancins | OR RANGE SIGNIFICANCE kes eaaiat Iwnite fire | 77 to 186 ‘ir mininum controi speed. Operating speed rence with 15° wing Flaps. over fintt. is noxinun weight selling speed {n'landing configuretion. Upper. Vinge is raxinun speed permiestble with wing flaps extanded 45°, lsreen Bre | “SE wo OT | Wormat operaving ravge, Lower Wait Ya maxima weight, seailing speed wish flaps ane Tanding gear retracted, Upper Tinit is maxtnun L, Structural ervising’spece Tue Radiat] Ti] he enatne inoperative best rate-of-clleb speed at sea level. standerd day conditions and. 7880 bounds weight. Pietiow rear we 2s | Cation range. Operations wast be coneucted ‘vith coution and. only in snooth ait at | 20] Wasinun speed for 1 operations [rea Re Figure 2-2 ENGINE LIMITATIONS Nunber of Engines: 2 Engine Manufacturer: Teledyne Continental Notors Engine ode! Nunber: GTS10-520- Engine Operating Limits for Takeoff and Continuous Operation 8, Maximum power for all operations ANousble Manifold Pressure ~ Inches. Hg. Altitude - Fes Tine 375_| continuous} 460 | 240 Continvous| 460 | 240 Continvous| —460_| 240 ‘Continvous| 460] 240 fontinuous} —_t60_| 240. 225 Continous 460 | 240 : 3 Nverber 1980 2anan ATONS mm ey O91 Pressu a. Minima: 10 PSI (Ite Power) b. Maximum: 100 PSE 011 Viscosity: ‘SAE Rating | Anblent Tenperature - “c CF) 50 Above 4.4 (40) 3 Below 4.4 (40) Hur tiviscosity Unrestricted = After 100 Hours Propel ters: a. Number of Propellers: 2 >. Manufacturer: MeCauley Aecessory Division, Cessna Aircraft Company c. Part Number: 0850334-27 3 4. Number of Blades @. Diameter: 7°6.0" maxinum, 7°4.0" min inun (At 30-Inch Station) 39.2" (2) Feather 84.6° 40.3" 9. Operating Limits: 2235 RPM maxinun speed Engine Instrunent Markings: a. Tachoneter (Propel ler Speed): (1) Nomat Operating 1600 to 1900 RPH (Sreen Arc} (2) 1900 to 2185 (Yellow Arc) (2) Tekeoff and Clinb 2185 to 225 RPM (Green Are) (4) Maximum 2235 RPM (Red Radial) (5} On Face of Indicator: "RPM x 100" "AVOID CONTINUOUS OPERATION IN YELLOW ARC™ 3 Novenber 1980 a Revision 1 = 2 Apr 1982eAZ1E SecTION 2 UMITATIONS b. Manifold Pressure: (3) Honma Operating 17.0 b 32.5 Inches He, Nanifre Prssure (Green (2) Maximum At Indicated Altitudes (Bue Are) "ALT. na HP FT x 1000" In. Ho. st 2 22 28 ca Py 30 (3) Maxinun (20,000 Feet And Below) 39.0 Inches Hy. Manifold Pressure (Rea Radial} Of1 Temperature (2) Normal Operating 75 to 240°F (Green Arc) (2) Maximum 280°F (Red Radial) 4. O11 Pressure: (a) Minimum Operating 10 PSI (Red Radial) (2) Normal Operating 30 to 60 PSI (Sreen Arc) (3) Maximum 100 PSI (Red Radiat) Cylinder Head Terperature: (2) Heme? Operating 200 to 460°F (Green Arc) (2) Maximum 460°F (Red Radiat) f. Fuel Flow: (1) Mininue Operating © Pounds per hour (3.4 PSI) (Red Radial) (2) Normat Operating 20.0 Pounds per hour (3.9 PSI) to 275.0 Pounds per hour (18.7 PSI) (Green Arc) (a) Green Dots 45% Power - 82.8 Pounds per hour (5.5 PSI) 586 Power ~ 98.8 Pounds per hour (6-1 PSI) 555 Power - 114.5 Pounds per hour (6.9 PSI) 75% Power ~ 131-0 Pounds per hour (7-7 PSI) (b) Blue Arc ~ Takeoff and Clinb 28,000 Feet - 161.0 Pounds per hour (9.4 PSI) 26.000 Feet - 185.0 Pounds per hour (11.1 Fs] 24,000 Feet - 206.0 Pounds per hour (12-6 PSI 22rong eet - 4-0 Pounds per hour (16-1 P51} 20,000 Feet - 240.0 Pounds per hour (15.5 PSI 3 Novenber 1980 25sna Uns won (c) Blue Trisngle (75% Power) ~ 183.0 Pounds per hour (8.3 PST) (Cruise Clinb and Best Pover) (¢) lite Are ~ Takeoff and Clinb Power to 16,000 Feet 255.0 Pounds per hour (16.8 PSI) to 275.0 Pounds per hour (18.7 PS!) (3) Maxiaun Operating 260.0 Pounds per hour (19.2 PSI) (Red Radial) (4) On Face of Indicator STUEL FLOW L8S/HR “7.0, CLIMB" "CRUISE POWER" ncLima MISCELLANEOUS INSTRUMENT MARKINGS Instrusent Vacuum: a. Red Line: 4.75 Inches Kg. b. Green Arc: 4.75 to §.25 Inches Ho. Oxygen Pressure: a. Yellow Are: 0 to 300 PSI b. Green Are: 1550 to 1650 PSI fe. Red Line: 2000 PSI 4. The Cubic Foot Capacity Of The Bottle Installed HiT] Be Indicated On The Face Of The Gage, WEIGHT LIMITS Maximum Ranp Weight: 7500 pounds Maximum Takeoff Weight: 7450 Pounds Maximum Landing Wetght: 7200 Pounds Maximun Zero Fuel Meight: 6733 Pounds Maximum Weights in Baggage Conpartnents: 8. Left and Right Wing Lockers ~ 200 pounds eech. (2) If optional wing locker tank(s) are insteTIed, chenge iten "a" on the appropriate side(s) to 40 pounds each. Avionics Bay - 250 pounds less installed options? ecutpment. Nose ‘Bay - 350 pounds less installed optional equipnent. 4. Aft Cabin (Bay A) ~ 400 pounds (200 Pounds Per Sige). fe. Aft Cabin (Bay 8) - 100 pounds (50 Pounds Per Side). 3 Novenber 1980= 4210 SECTION 2 UMITATIONS, Center of Gravity Limits (Gear Exterded): a. AFE Limits 157.95 inches aft of reference datun (29.58% MAC) at 7450 pounds or less. b. Forward Limit: 192.89 inches aft of reference datum (21.15% MAC) at 7450 pounds or less end 147.14 Inches att of reference datum (12.58% MAC) at 6100 pounds or Tess with stratgnt, ‘Vine variation between these points . See Weight and Balance Data in Section § for loading schedule. The Teference datun ts 100 inches forward of the forward face of the fuse- lage bulkhead forward of the rudcer pedals. The mean serodynamic. chord (WiC) 1s 63.66 inches in length. The leading edge of the MAC 15 139013 inches aft of the reference atin, MANEUVER LIMITS This is a norma? category airplane. Aerobatic maneuvers, including spins, are prohibited, FLIGHT LOAD FACTOR LIMITS. The design load factors are 1503 of the following, and in all cases the structure exceeds design loads. At Design Takeoff eight of 7450 Pounds: a, Landing gear up, wing Flaps 0° 43.66 to -1.446 b. Landing gear down, wing Flaps 450 42.05, FLIGHT CREW LIMITS Minimum Flight Crew for FAR 91 operations is one pilot. OPERATION LIMITS ‘The standard airplane is approved for day and night operation under YFR conditions. With the proper optional equipnant installed, the airplane 45 approved far day and night IFR operations and flight into icing conditions as defined by the FAA, FUEL LIMITATIONS (See Figure 2-3) Fuel Pressure: 8, Mininum: 3.4 PSI (0 Pounds Per Hour) b, Maximum: 19,2 PSI (280.0 Pounds Per Hour) 3 Novenber 1980 arCharan “We ELI Fuel Quantity: 2. Minimum fuel for takeoff 1s 20 gallons in exch mein tank Maneuvering Fue a. due to possible fuel starvation, maxinun side slip duration tine ts 30 Seconds, The airplane 1s considered in a side slip anytine the turn and bank “balls 1s more than one half ball out of the center (coordinated flight) position. Fuel (Approved Fuel Grades And Colors) PRINARY - 100 (Formerly 100/130) Grade Aviation Fuel (Green). ALTERNATE = 1ODLL Grade Aviation Fuel (Blue). FUEL TABLE Total Fuel Capacity | Usable fuel systen (U.s. Gatlens) | (U.S. GatTens) [Standard System as 206.0 | ‘Standard Systen with Two Optional 270.2 "262.0 Wing Locker Tanks Figure 2-3 MAXIMUM OPERATING ALTITUDE LIMIT Without Oxygen Equipment: 25,000 Feet With Onygen Equipment: 30,000 Feet CABIN PRESSURIZATION LIMIT Maximum: 5.3 PST Normal: 0.0 to 6.0 PST Cabin Shall Be Depressurzed During: a, Takeoff b. Landing. ‘c. In Flight when both engines are operating on hot alternate atr. 6, ANT ground operations. 28 3 Noventer 1980‘wm FZ 1G unairanioNs REQUIRED PLACARDS On Energency Exit Window Trin EMERGENCY EXIT 1. TURN HANDLE “OPEN 2, PULL DOOR INBD & DOWN On Emergency Exit Window Trin (With Optional Right Aft Facing Seat): EMERGENCY EXIT 1. TURN HANDLE OPEN 2. PULL DOOR INBD & DOWN AFT FACING SEAT MUST BE FULL FWD WIT Back ERECT FOR TAKEOFF & LANDING On Executive Table Top And Writing est Top: TABLE MUST BE STOWED OURING TAKE OFF AND ‘LANDING On Wat Opposite Emergency Exit Window AFT FACING SEAT BACK MUST BE ERECT FOR TAKEOFF & LANDING 3 Noventer 1980,UMiTATIONS we FEU Dn Left Engine Fuel Setector: On Right Engine Fuel Selector: LEFT MAIN RIGHT, ENG OFF DEPRESS BUTTON FoR LEFT. ENG OFF on Floor Forward of Fuel Selectors: Standard Configuration Optional Wing Locker Tanks SET FUEL SELECTOR VALVES TO LEFT Ramee tac Cea at) cca CUO Err a Pca CR Re crm) rae Prana Creer Ce MTS 2-10 3 Novenber 1980(on Floor Forward of Fuel Energency Crossfeed Shutoff Valve. EMERGENCY CROSSFEED eared ae ieee Bree kel In Recess on Fuel Energency Crossfeed Shutoff Velve Bezel (Visible then Lever fs Up): Uae CROSSFEED lag On Pilot's Sun Visor PMS Parc EU ee at) en eae aM OPERATING THIS AIRPLANE IW THE NORMAL CATEDORY. OTHER OPERATING OARS ae ae TOM Le Tae TS CCA me ae CARS Rerun ae eC ae at ha UT POG ARTE ae a Meao Prin eae ey Ps Mae Ter asa aaa Ta ast sesame POMS as rT Retire tes anges Petr RMU Rete Sa eS a a eae ea eA MT CT CONDITIONS 1F THE PROPER EQUIPMENT 1S INSTALLED AND OPERATIO 3 Novenber 1980 aaUna TIONS lear Hester and Pressurization Heat Exchanger Controls ‘watts LD ‘FEW ONE CONTROL aU FoR HEATER OPERATION] Near Pressurization Controls: PRESSURIZE RAM DUMP PRESS AIR Pout Put + caren ae DepRessunize 2 a Near Fuel Trensfer Switches (If Installed) on OFF FUEL TRANSFER If Optional Unfeathering Accunlators Are InstaTTed: ‘PROP UNFEATHERING ACCUMULATORS ARE INSTALLED, ON THIS AIRPLANE Near Engine Induction Alternate Air Controls: + AUT AR a PULL To OPEN + 2a 3 Novenber 1980wos Fae LMITATIONS Induction Air Controls (Optional EL Fonel Installed): ALT Ala Put Riga ‘Around Lanéing Gear Selector Switches: Around Landing Gear Selector Switches (Optional EL Panel Installed): MAX OPER 8 FXTO SPEED) 178 IAS. GEAR EMER. GEAR CONTROL 1. GEAR SELECT_DOWN, 2. GEAR HYD C/B—PULL | On Landino Gear Indicator Lights: 3 Novenber 1980 sean vuntocKeo 23mir aTIONS ‘wot ZG Adjacent to Wing Flap Position Switch: Near Propeller Synchrophaser Switch, IF Optional Propeller Synchrophaser 1s Installed: PHASE PHASING pee eis sync OFF n Engine Controt Pedestal: |. Range on Elevator Trim Tab Indicator 2 tlose Up to 8° Nose Up: Rudder Trim Indicator: aileron Trim Indicator: 2d 3 Noventer 1980Limrrations wait tLID Adjecent to Statle Source in Pilot's Compartnent: PARKING BRAKE TO APPLY BRAKES, DEPRESS RUDDER PEDALS, THEN PULL KNOB TO RELEASE PUSH IN KNOB. DO NOT DEPRESS RUDDER PEDALS, SC ray ee f i Beer pa, On Pilot's Compartment Right Sidewal? Aun DRAIN ast Sessa On Ho ta] Part of First Bagage Step (Stat MAXIMUM BAGGAGE ALLOWANCE 400 POUNDS (200 POUNDS/SIDE) a a as Para eae Certs On Horizontal Part & Bi ep (Station 276) IY SIMO UY AcioI cl RMON NN oi 400 POUNDS (50 POUNDS/SIDE) Erte eo Cosa CasCMT TONS ‘a 421€ Near Upper Cabin Door Latch Mechanism: External Internal Door OPERATION TO OPEN, usa BUTTON & ROTATE cong HANUke: rete TO cLose CoC) ROTATE HANDLE Near Main Tank Filler Cap: yuri, Near Wing Locker Fuel Filler Caps (If Installed): on Wing Locker Doors: Standard Configuration: If Optional Wing Locker Tanks Are installed: MAX | MAX BAGGAGE | BAGGAGE | 200 LBS | “gous fete eee eee 3 Novenber 1980wor UMITATIONS Inside Nose Saggage Doors: MAXIMUM BAGGAGE Inside Left Nose Baggage Door: EXTERNAL HYD. RESERVOIR FILL MIL-H-5606 On Nydraulic Reservoir: ; | MAX FULL — | | ADD — | On Avientes Bay Door Forward Partition: 3 Novender 1980, 217/218= 4216 SECTION & EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS age Page INTRODUCTION ee we 3-1 MOLIFLED eweacENCY Enengener paocéoines PRICEDIRES ene oe we a5 SGeacviaTeD CHECKLIST... . 3-2 Engine. inoperative’ Rirspéeds Engine. Inoperstive for Safe Operation = 315 Froceures ss. ss 32 Enghne Inonerative Fire Proceaures S111. 36 Frocedures ss ss 5 ais Energoney Descent naxinon thige 20221 oe procediret ss =v es « x6 Fire Proceaures ©1121 323 smergeney Landing Emergency Descent Procedvret ss eos a procedures ene ss 5 325 fuel Syston Enoroeney imergency Lending Srocedures ws st eos 38 Procedures sss ess « 526 enecericel Sysies Ende! fuel System Energency fency Procesures ss « 310 Srocedures es nt ss « 330 avlonits Bus feiture’ 11310 electrics! System Landing. ceor Energeney Emergency Procedures. . 3-31 procedures rene «311 fvionies Bus Fatture ©. 331 svght instruments” Enersenéy USnding’ Gear Emergency Procedsres nee ee gee Sold Procedures ste ss ae obstruction or Tetng’of Air jane. instranenee intet Emergency EMorgeney’ Provesures . . 3 Procedurep ne ss s+ 312 Obstruce fon or Teing of Air pressurizneion System iIntot. Erorgeney Energency Procegures . . 3-12 Procedures ns ss. 393 Propeller pressurization syste Spncnrophaser « . . $13/3-14 Tmergency Procedures. . 3-38 snergeney cit fropeler Synenrepnaser << 338 1. Wincow renova). 3-13/3-18 —Energeney Bett Wincow sense een SPRL femal sess 3-35/3-36 | sist 2 sc3e/s3e INTRODUCTION Section 3 of this handbook describes the recommended procedures for energency situations. The first part of this section provides energency Srocesurél action required in an abbreviated checklist form. Amplification OF the abbreviated checklist 4s presented In the second part of this sec~ Ton. Note. Refer to Section 9 of this handbook for amended operating limitations, operating procedures, per~ Fomance data and other necessary information for airplanes equipped with specific options. 3 Novenber 1980 Revision 1 - 2 Apr 1982 oEMERGENCY PROCEDURES ‘wai 4216 EMERGENCY PROCEDURES ABBREVIATED CHECKLIST This Abbroviated Energency Procedures Checklist is includes as a suppierent to the Anglifies Evergency Procedures ChackTist.. Use of the fbbreviates Ener~ gency Procedures Checklist should not be used until the flight crew has becose familiar with the oir plane and systens. AI] amplified energency pro Cedure items must be accomplished regardless of wich checklist 1s used. Procedures in the Abbreviated Checklist portion of this section outlined in black(_—Jare innediate-action itens and shovlé be conmitted to memory. SINGLE-ENGINE AIRSPEEDS FOR SAFE OPERATION Conditions 1. Takeoff Weight 7450 Founds 3. Standard Day, Sea Level 2, Landing Weight 7200 Pounds 1) Air Minimum Control Speed... . . . ss «80 KIAS 2) Intentfonal One Engine inoperative Speed >: 109 KIAS '3) One Engine Inoperative Best Angle-of-Clinb Speed |. 105 KIAS (8) One Engine Inoperative Best Rete-of-clin Speed (Wing Flops UP) ID TAS Figure 2-1 ENGINE INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE Throttle ~ CLOSE Migture - TOLE CUT-OFF. Propel ler ~ FEATHER Fuel Selector = OFF (Feel For Detent). Aue\ Vary Fuel Punp = OFF. Magneto Switches - OFF. Propeller Synchrophaser - OFF (Optional Systen). Alternator OFF ENGINE FAILURE DURING TAKEOFF (Speed Below 100 KIAS Or Gear Down} 1. Throtties ~ CLOSE IOMEOIATELY. 2) Brake or Land and Brake - AS REQUIRED. 32 3 November 1980BAZ — crsoneviareo moceounes — enencency maSeenones ENGINE FAILURE AFTER TAKEOFF (Speed Above 100 KIAS With Geor Up Or In Transit) T. Bietores ~ FULL RIG Propellers ~ FULL FORWARD Throttles = FULL FORIARD (39.0 Inches Hg.) Landing Gear = CHECK UP inoperative Engine: 2. Throttle ~ CLOSE Bi Mixture - IDLE CUT-OFF. €:_Propeller - FEATHER. 6. Establish Bank - 5° toverd operative engine. 7. Clinb To Clear §0-Foot Dostacle ~ 100 KIAS. 8. Clinb At One Engine Inoperative Best Rete-cf-Climd Speed - 111 Ka. 9. Trin’ Tabs ~ ADJUST 5° bank tovard operative engine with approxi- mately 1/2 ball slip indicated on the turn end. bank {nds cator, 10. Inoperative Engine - SECURE as follows: a. Fuel Selector - OFF (Feel For Detent) bl Auxiliary Fuel Purp = OFF. €. Magneto Switehes = OFF. 6. Alternator - OFF AL, AS Soon RS Pract ical = LAND. SUDDEN ENGINE ROUGHNESS T. Power ~ REDUCE IMMEDIATELY (Both Engines). a." Manifold Pressure ~ 32.5 Incnes Hg. maxinun. b. RPM = 1800 Haxr Propeller Synchrophaser = OFF (Optional syste) Roush Engine = DETERNTNE Probien = ANALYZE Rough Engine = SECURE if rouohness cannot be cleared Operative Engine ~ ADJUST. Trim Tabs ~'ADIUST "5° ork toverd operative engine with approsi~ ately 1/2 bell slip indicated onthe turn and. bank ‘indi cetor. 8. As Soon As Practical = LAND. ENGINE FAILURE DURING FLIGHT (Speed Above Vmicy) T._Inoperative Engine - DETERMINE. 2. Operative Engine - ADJUST as required. Before Securing Inoperative Engine: 3. Fuel Flow ~ CHECK, If deficient, position auxiliary fuel pump to on. Fuel Selectors ~ MAIN TANKS (Feel For Detent). Fuel Quantity ~ CHECK. Of] Pressure and O31 Tenperature - CHECK. Magneto Switches - CHECK Ol, Mixture = ADJUST. Lean until manffold pressure begins to increase, ‘then enrichen as power increases. 3 Novenber 1980 33Sioweeker enoceounes cananevaren rocco ‘SRAZIC If Engine oes Wot Start, Secure As Follows 9 Inoperat ive Engine = SECURE a. Throttle ~ CLOSE. bi Mixture ~ ILE cUT-oFF cL Propeller ~ FEATHER 4. fuel Selector - OFF (Feel Far Detent) fe. Auxitiery Fuel Punp - OFF. F. Wagneto Switches OFF. g: Propeller Synchropheser - OFF (Optional systen 5 a t Alterngtor ~ OFF. 10. Operative Engine ~ ADJUST Power = AS REQUIRED. : Mixture = ADJUST for power, fuel Selector - MAIN TANK (Feel For Detent).. hax\ Very Fuel Purp - 0k. 11. Trim Tabs = ADUUST 5° bank tovard operative engine with approxi mately 1/2 bell slip indicates on the tuen and. benk ‘inéicator, 12. Electrical Load © DECREASE to mininun required. 13) As Soon As Practical = tb. ENGINE FAILURE DURING FLIGHT (Speed Below Vinca) Tiaier = HPPLY towards operative engine. 2. Power ~ REDUCE 20 stop turn i 3. Pitch Attitude - "LOVER NOSE’ to accelerate above "nc, 4. inoperative Engine Propel ier ~ FEATHER, : 5. Operative Engine = INCREASE POWER 8s sirspecd increases ebove €. inoperative Engine ~ SECURE 7 Trim Tabs = ADJUST S* dank tovard operative encine with approxi- mately 1/2 ball slip indicated on the turn and. bank indicator. ENGINE INOPERATIVE LANDING 10 IL Fuel Selector - MAIN TANK (Feel For Detent) fuxiTiary Fuel Pump ~ Ok (Operative Engine) Alternate Air Control - IN. Mixture - FULL RICH or lean as required for snooth operation, Propeller Synchrophaser ~ OFF (Optional Systen), Propel ier = FULL FORWARD. Approach - 111 KIAS with excessive altitude. Lending Gear - DOWN within gliding distance of field. Wing Flaps ~ DOWN when landing is assured. Speed - DECREASE below 111 KIAS only If landing {s assured ‘ir Minimum Control Speed ~ 80 KIAS. ENGINE INOPERATIVE GO-AROUND (Speed Above 111 KIAS) Throttle — FULL FORWARD (39.0 Inches Hg.) Wing Flaps - UP (If Extended). Positive Rate-of-Climb ~ ESTABLISH, Landing Gear - UP. Clinb at One Engine Inoperative Best Rate-of-Climb Speed - 111 KIAS Trim Tabs = ADJUST 5° bank toward operative engine with approxi mately 1/2 ball slip indicated on the turn and bank Sndicator. 34 3 Novenber 1980,SBRAZIC powneuareo progenies: waareaney eno sciimes AIRSTART Airplane Without Optional Propel er Unteathering System: 1. Auxiliary Fuel Purp = CHECK OFF. If ON Or LOM, purge engine by furning OFF auxiliary fuel’ punp, mixture to IDLE CUT-OFF, throttle full open, magneto Switches OFF,” and rotating engine 1S revolu: tions with starter. 2. Magneto Switches OH, 3. Fuel Selector - HAIN TANK (Feel For Detent) 4. Throttle ~ FORWARD approxinately one and one-half inches. 5. Mixture ~ FULL RICH then retard approximately t¥o inches. 6 Propeller ~ FORWARD of detent. z a 8 10, Starter Button - PRESS, Brier Switch ~ ACTIVATE Starter and Priner Switch ~ RELEASE when engine fires Juxiliary Fuel Punp ~ LOW. LL. Mixture = ADJUST for saaoth engine operation. Power ~ INCREASE after cylinder head. temperature reaches 200°F with gradual mixture enrichnent &s power increases. 13, Alternator = O8. ‘Airplane Witn Optional Propel ler Unfesthering Syste: 1. AuxtTiary Fuel Pump ~ CHECK OFF. Tf ON or LOH, purge engine by turning OFF auxiliary fuel’ pump, mixture to (OLE CUT-OFF, ‘throttle full open, magneto switches OFF,” and rotating engine IS revolus tons with starter. Magneto Switches, ~ oN. Fuel Selector = MAIN TANK (Feel For Detent) Throttle = FORWARD approximately one and one-half inches. Mixture ~ FULL RICH then retard approxinetely two inches. Propel ler ~ FULL. FORNARD. Propeller - RETARD to ‘detent when propeller reaches 1000 ApH. fuxiliary Fuel Pun - LOW, Hixture = ADJUST for snovth engine operation, Power ~ INCREASE after cylinder head temperature reaches 200°F with gradual mixture enrichment es pawer increases 11. Altematar = ON. BOTH ENGINES FAILURE DURING CRUISE FLIGHT [i Wing Flaps uP T 2 Landing Gear = UP. 3._Propellers ~ FEATHER, 4 5. ‘Airspeed ~ 122 KIAS (See Figure 3-2). landing ~ Refer to FORCED LAIDING {Complete Power Loss) in this section. 3 Noverber 1980 25EMERGENCY PROCEDURES caeaneviateo erocecumes) Sai 421 FIRE PROCEDURES FIRE ON THE GROUND (Engine Start, Taxi And Takeoff With Sufficient Distance Remaining To Stop) T. Tarotties ~ CLOSE, 2. Brakes - AS REQUIRED. 3. Mixtures ~ IDLE CUT-OFF, 4) dattery - OFF (Use Gang’ Gar) 5._Magnetos - OFF (Use Gang Sar) 6. Evacuate airplane as soon as practical INFLIGHT WING OR ENGINE FIRE T 2 3 ¥ Both AuxTVTery Fuel Pumps ~ OFF Operative Engine Fuel Selector - NAIK TAK (Feel For Detent),| Energency Crossfeed Shutort - OFF (PuT1 Up} Appropriate Encine - SECURE. Throttle CLOSE. Mixture ~ IDLE CUT-OFF, Propeller - FEATHER. Fuel Selector - GFF (Feel For Detent). 6. INFLIGHT CABIN ELECTRICAL FIRE OR SMOKE Wagnetos - OFF. Propel ler Synchrophaser - OFF (Optional systen) g., Alternator ~ OFF. Cabin Heater = OFF. Land and evacuate airplane as soon as practical Electrical Load - REDUCE to minimum required. Fuel Selectors - MAIN TANK (Feel For Detent). Energency Crossfeed Shutoff - OFF (Pull Up). Attempt to isolate the source of fire or smoke, Cabin Afr Controls - OPEN all vents. jnelueing’ windshield defrost. CLOSE if intensity of smoke’ Increases Pressurization Air Contanination Procedure ~ {NITIATE if required. EMERGENCY DESCENT PROCEDURES PREFERRED PROCEDURE Land and evacuate airplane as soon as practical. Thrattles ~ IDLE. Propellers - FULL FORWARD. Mixtures = ADJUST for smooth engine operation Wing Flaps - UP. Landing Gear = Up. Noderate Bank ~ INITIATE, IN TURBULENT ATMOSPHERIC CONDITIONS Trspeed = 2D RIS Te 2 Throttles ~ IDLE, Propellers - FULL FORWARD. Mixtures ~ ADJUST for smooth engine operation. Wing Flaps - DOWN 45°, Landing Gear - OOKt. Moderate Bank — INITIATE. ‘Airspeed ~ 145 KIAS. 3 Novenber 1960BRAZIC cresnemaren enocenunes EMERGENCY LANDING PROCEDURES FORCED LANDING (With Power) 2. Landing Sear ~ DOW if surrace is snooth and nara. Secnon a EMERGENCY PROCEDURES 1. Landing Site ~ CHECK. Overfly site at 105 KIAS and 15° wing Flaps. 2. Normal Landing ~ INITIATE, | Keep naseuhee? off ground as long as practical. 3. Landing Gear - UP if Surface Is-raush or soft. Approach = 105 KIAS with 15% wing Taps. Pressurization Air Controls - PULL. ANI Switches Except Mognetos ~ OFF. Mixtures ~ IDLE CUT-OFF. @. Magneto ‘Sui tehes ~ OFF. # Fuel Selectors - OFF (Feel For detent) 9g: Emergency Crossfeed Shutoft = OFF (Puli Up). fh. Landing Attitude ~ NOSE HIGH FORCED LANDING (Complete Power Loss} Mixtures - IDLE CUT-OFF. Propellers ~ FEATHER, Fuel Selectors. ~ OFF (Feel For detent) . Emergency Crossfeed Shutoff ~ OFF (Puli Up). AN] Switches Except Battery = OFF. Approach ~ 122 KIAS. TY Smooth ond Hard Surface: Landing Gear = DOWN within gliding distance of field. (1) Landing Gear Switch ~ dows, (2) GEAR HYO Circutt Breaker - PULL. (3) Energency Gear Extension T-Handie - PULL. (4) Gear Down Lights ~ ON; Unlocked Light - OFF (5). Gear Warning Horn ~ CHEC Wing Flaps = AS REQUIRED. Approach = 105 KIAS. Battery Switch - OF as practical. If Rough or Soft Surface: a. Landing Gear - UP, Wing Flaps ~ Dov" 15°, ©. Approach. ~ 105 KIAS, a. Battery Switch - OFF. 2: Landing Att tude ~ NOSE HIGH, 3 Novenber 1980 Noma) Landing - INITIATE, fee nosewheel off ground as tongEvenoency proceounes (aosreviaten rroceouresy “a 421C LANDING WITH FLAT MAIN GEAR TIRE 1. 2 a a a 9. 10. Landing Geer = Leave DON. Fuel Selectors ~ SELECT main tank on sane side as defective tires feel for detent. Fuel Setectors - MAIN TAKS (Feel For Detent) before landing. Wind should be headwind or crosswind opposite the defective tire, Wing Flaps ~ DoH 45°. In approach, elign airplane with edge of runway opposite the Gefective tire, ellowing room for a sfld turn tn the landing roll. Land slightly wing Tow on the side of the inflates tire and lover the nosewhee! to the around imediately for positive steering Use full aileron in Tending roll to Tighten the Toad on the defec- tive tire. Apply braies only on the inflated tire to minfmize landing roll and uintain directional control. Stop sirplane to avoic further damage unless active runway must be cleared for other treffic. LANDING WITH DEFECTIVE MAIN GEAR a. 15, Fuel Selectors = SELECT rain tank on the Geer; feel for cetent. Fuel Selectors - RAIN TANKS (Feel Far Oetent) before landing. Energency Crossfeed Shutoff = OFF (Pull Up)- ind - HEADNIND oF crosswiné opposite defective gear, Lending Gear ~ Dou, Wing Flaps ~ pow 45°. Approach ~ ALIGN AIRPLANE with the edge of runvay opposite the defective landing gear Battery Switch = OFF. Land wing low toverd operative landing gear. Lower nosewhee! imediately for positive steering. Ground Loop ~ INITIATE into defective landing gear. Mixtures ~ IDLE CUT-OFF. Use full afleron tn lending volt to Mghten the load on the defo; tive gear, Joply brakes only on the operative lending gear to hold desired rate of turn and shorten Tending roll, Fuel Selectors - OFF (Feel For Cetent). ‘irplane ~ EVACUATE. side as defective LANDING WITH FLAT NOSE GEAR TIRE 38 Landing Gear = Leave DOwN. Passengers and Bacgace - HOVE AFT. Approach = 111 KIAS with 150 wing’ Flaps. Landing Attttude - NOSE HIGH. Nose - HOLD OFF uring landing roiT. Brakes - MIRIMIN in landing roll. Throtties ~ RETARD in Tending roi}. Control Mee? - FULL AFT until eirplane stops. Mininfze additional taxiing to prevent further damage. 3 Noventer 1980Ewensener proceounes —aseneviareo eroceounts) ‘wat 4210 ELECTRICAL SYSTEM EMERGENCY PROCEDURES ALTERNATOR FAILURE (Single) 1. Electrical Load - REDUCE. 2: TF Circuit Breaker is tripped: a. Turn off affected alternator. bl Reset affected alternator circuit breaker. €. Turn on affected alternator switch 4, tf circuit breaker reopens, turn off alternator 1 5 F circuit Breaker does net. trip: Select affected alternator on yoltameter and monitor output. If ‘output ts normal end fatiure light remoins on, disregerd fail indication and have indicator checked after Tending c. If output is tasutficient, turn off elternater and reduce electrical load to one atternatar capacity 4. If conplete loss of alternator autput oceurs, check field fuse and replace $f necessary fe. If an intemnittent Tight indication acconpanied by voltanmeter Fluctuation is observed, “turn off affected alternator and raduce load to one alternator capacity, #. Restrict load on remaining alternator to 80% of the rates oad. ALTERNATOR FAILURE (Dual) 1. Electrical Lod - Reduce 2, If Circuit Breakers are tripped a. Turn off alternators b! Reset circuit breakers. + Turn on Teft alternator and monitor output. on voltaoneter. If alternator is charging, leave it on. Disregard failure Tight if still illuminated, If still inoperative, turn off left alternator. Repeat steps ¢ through e for right alternator. If circuit breakers reopen, prepare to terminate flight. if Circuit Breakers have not tripped ‘Turn off alternators. Check field fuses and replace as required. + Turn on left alternator and monitor output, on voltanneter, If alternator is charging, leave it on. Disregard failure Tight iF stil] fT luminated. If stil] inoperative, turn off left alternator. Repeat steps c through © for right alternator. If both still inoperative, turn off alternators and turn on ‘energency pover alternator Field switch. Repeat steps c throuch © for each sltemnator. If stil] inoperative, turn off alternators, nonessential elec- trical itens and prepare to terminate flight. AVIONICS BUS FAILURE 1. Avionics Bus Switch - OFF. 2. Energency Porer Avionics Bus Switch - ON 3-10 3 Novenber 1980‘ge. 4210 SECTION 3. wet (ABBREVIATED PROCEDURES) EMERGENCY PROCEDURES LANDING GEAR EMERGENCY PROCEDURES HYD PRESS LIGHT ILLUMINATED AFTER GEAR CYCLE 1. Landing Gear Switch - RAPIOLY RECYCLE. 2. TF'HYD PRESS Tight stil1.1Muminated: a. Landing Gear = DOWN. bi GEAR HYD Circuit, Breaker ~ PULL. CIF HYD PRESS Tight reneins iNTusinated - LAND as soon as pracy tical. LANDING GEAR DOWN AND LOCKED LIGHT ILLUMINATED WITH GEAR HANDLE UP AND HYD PRESS LIGHT OUT Perform "LANDING GEAR WILL NOT EXTEND HYDRAULICALLY" Checklist. LANDING GEAR WILL NOT EXTEND HYDRAULICALLY 1. Airspeed - 130 KIAS or Tess. 2) Landing Gear Switch = DOWN. 3, GEAR HYD Circult Breaker - PULL. 4. Gnergency Gear Extension T-Handle - PULL. 5. Gear Down Lights - ON; Unlocked Light = OFF. 61 If Han Gear Does Not Lock Down - YAW AIRPLANE, Airloads wil? Tock main gear down if up locks have released. 7. Gear Warning Horn = CHECK. BL Ae Soon fs Practical ~ LAND. LANDING GEAR WILL NOT RETRACT HYDRAULICALLY 1. Landing Gear Switch = DOKK. 2. Gear Down Lights ~ ON; Unlocked Light - OFF. 3. Gear Warning Horn ~ CHECK, 2 AS Soon As Practical ~ LAND, FLIGHT INSTRUMENTS EMERGENCY PROCEDURES VACUUM PUMP FAILURE (Attitude And Directional Gyros) 1 Failure indicated by left or right red failure button exposed on vacuun gaa 2, Automatic valve will select operative source. 5. Vacuum Pressure’ - CHECK proper vacuum fron operative source. OBSTRUCTION OR ICING OF STATIC SOURCE 1. Static Source ~ ALTERNATE. 2. Excess Altitude and Airspeed - MAINTAIN to compensate for change in calioration (See Figures 5-2) and 54). 3 Novenber 1980 Revision 1 - 2 Apr 1982 ae