What is the gauge above the transponder with two needles? Is that EGT? Looks like it’s all the way at the bottom. If that is EGT, something is wrong as a running engine shouldn’t be anywhere near that low.
Edit: actually I may be wrong in what I think I see zooming in on the photo. I was looking at what appears to be two white needles but ,maybe there’s two red ones higher up.
Yes, EGT. Also MP high at 40”?
If you climbed out with your manifold pressure that high, you damaged the engines. Pull back on your throttles next time you takeoff and keep your manifold pressure in the green…35 or less.
Thanks guys - will try out!
OK - just tested and you were right! Now that I keep the engine in the greens all is fine 
Who would have thought so ^^
I always fly out at 40” MP and 30 RPM until the first 1,000-2,000ft above the runway.
I then set 35” MP and 25 RPM during climb, then 30”/23 during cruise. Has worked well thus far.
Glad you got it sorted.
Just make sure you got back to 35”/25 if needing to climb after cruise.
Hi @OMICO4146
Now that I follow a very similar procedure as Flying2Night (see above) it all works well. I was just overstressing the engines and lost them in the way.
Thnx for book screenshot.
I was asking only because it was strange to me to set in climbing MP to green. Here it is clear that some range is available as continuous but all depends to situation of course. To me his situation is probably (as sim offers and cfg is set) very high Mixture still set, I expect to his altitude more lower.
I don’t have this bird at my hangar although is my one of favorites, my love is PA31 Navajo/Chieftan.
Guys keep in mind the above POH is for a C414A not a C414A with a RAM IV conversion. Things will be different than what you see that POH. I can tell you, if you do not want to possibly damage the engines on climbout do not exceed 35". You can most certainly exceed this value on takeoff without damaging the engines as long as you do not run a high MP continuously.
Do you by chance have a POH for a C414A with a RAM IV conversion?
Not sure if the devs of this plane monitor this thread but in case they do, thanks for putting the GTN in the latest update for XBOX! It’s a real treat to get to use this thing for the first time.
I actually do not believe that one exists because it was a conversion.
@meh1951 I did find this:
It also contains RAM IV info.
Thank PMS as well. It was a bipartisan effort!
Hello,
eeeehm somehow I’m confused here with that PM recommendations. You as users of C414 don’t have any POH or checklists where it is clear what settings are needed in some regimes of flight with this product? I’m sorry but conversation here points to this very clearly. So what exactly C414 version you have?
Hi,
There is a big difference between the original Cessna 414 and the Cessna 414 A, which is modeled by FSW.
The original 414 had a short nose, a wider vertical fin and tip tanks.
Don’t know the difference in performance though.
The pdf file seems to refer to the original C 414 by looking at the title and the 3d views.
Hi,
There is a big difference between the original Cessna 414 and the Cessna 414 A, which is modeled by FSW.
Only again to be sure Any of you pls, can you better read posts related to this problematic and be specific to be not confused still here?
We are talking two slightly different planes.
C414A (310HP)
C414A RAM IV (325 HP with RAM IV conversion)
The checklists should be nearly the same. The performance characteristics of the aircraft are totally different because of the engine modification. So the performance charts in the above POH are incorrect as well much of the noted performance data.
Again refer to this document which lists many of the performance differences.
Had a short flight just now on Xbox Series X. Very nice to have the A/P master toggle rebound to my yoke! I thank whomever restored that in last night’s MP update! Nice to have the Chancellor back.
