These lines have no shutoff valves. ). In my opinion the I actually do a little better than that at 60 percent. Some give the 421 and unfair rap. Simulator training allows you to do so many things you would never do in the airplane, but biennial training should be good enough. To get the performance these buyers were looking for, Cessna decided to use Continental GTSIO-520 geared engines producing a healthy 375 horsepower apiece. I flew many flights at night and in hard IFR over mountainous and desert terrain, and I never felt behind the airplane. Twin engine piston aircraft with retractable landing gear. Data from Jane's All The World's Aircraft 1976–77 [17], Aircraft of comparable role, configuration, and era, Media related to Cessna 421 at Wikimedia Commons, Pressurized twin-engine general aviation aircraft. It will, however, carry four or five adults, their bags, and full or near-full fuel. Useful load is around 2450 pounds with VGs (a must). ADsAside from the exhaust inspection AD noted above (75-23-8), recent and notable ADs include: 95-9-13, replacement of non-compliant fuel inlet valves; 92-16-8, modification of commuter seats and tracks; 91-25-8, repetitive inspection of the wing front spar upper caps; and 90-2-13, inspection/replacement of the main landing gear inner barrel bearings. The cabin and windows were made larger, and in 1975 a known-icing package was made available. Great suggestion! The changes also improved stability in turbulence. HistoryThe 421, which shares its basic airframe with most of the other 400-series Cessna twins, was introduced in 1968. The only complaint that I have was with the RAM engines. These burn through, serving as a conduit to allow the gases to strike and burn through the firewall to the unprotected fuel crossfeed lines beyond. I highly recommend Flight Safetys initial and recurrent training for any owner/pilot of the 421. Cessna achieved this flexibility through a combination of ball and slip joints. -Jerry TempleJerry Temple AviationCarrollton, Texas. Most of our bags, including skis and the kids bikes, can easily fit into the cavernous nose baggage compartment, and, once airborne, we are all flying in pressurized comfort (at up to 30,000 feet) in a wide, quiet cabin while 750 horsepower propel us to our destination. [1], In 1971 the design was again improved. We were able to fly to the nearest airport and land without any additional incidents or problems. The alterations were minor: a three-inch stretch, five more gallons of fuel, and a 40-pound increase in gross weight. Other than the engines and usual 400-series glitches, the exhaust system is weak and the original ARC 800/1000 series radios need an experienced hand for maintenance. All they need is a customs airport, the issue with ' landing at the first one' is limited to the southern border.. While our airplane is flown exclusively by professionals, a highly experienced owner-operator would probably do okay; an inexperienced pilot, however, would soon wind up in the poor house buying engines. You simply cant find another plane that can haul you along above the weather at 25,000 feet in the quiet, pressurized comfort of a 421, with no need for headsets, at the price and operating cost of a 421. On ice-equipped 421s, the entire windshield is heated, eliminating the flat hot plate common on many twins. Many could have avoided these problems. Ive written to urge that buyers take the term due diligence seriously. I've never been to Springbank (except driving by). The fuel system is a case in point. The 421 shares the same problems as other 400-series Cessna twins (e.g. The B model gained a few extra refinements over the next four years. Our firm has owned a 1977 Cessna 421C since 1989 and uses it exclusively in our charter business. I have multi-probe EGT and CHT gauges which I monitor closely. While thats pretty steep, its actually less than the overhaul cost for the 421s two direct competitors. The electromechanical landing gear was replaced by a hydraulic system. Good points include the availability of fire detection and extinguishing systems for the engine nacelles in later models, a good annunciator panel, and an available angle of attack indicator. ModsThe same mods available for other 400-series Cessnas can also be had for the 421. Notable ones include engine upgrades and winglets from RAM, vortex generators from Micro Aerodynamics, Robertson and V/G Systems, STOL kits from Sierra Industries, speed brakes/spoilers from Precise Flight and Spoilers, Inc., and intercoolers from American Aviation. If you do that, youll be buying new cylinders all the time. I love to fly like everyone here, and fly my own plane even more, but as in everything, the way my brain works, is how many commercial flights can the couple do for the enormous amount of $$$$ this is going to cost them? All-engine rate of climb is almost 200 FPM better than the Cheyenne, and within 15 FPM of the King Air. Single-engine rate of climb is not as good – no surprise there – but its still within striking distance, about 200 FPM less than the King Air. The 421s geared engines generate comments that are either positive or absolutely no way negative. I owned a 1981 Cessna 421C for 2 years. One charter operator who wrote in had a different engine complaint, one aimed at Continental for taking a very long time (several months) to deliver factory remanufactured engines. The first 421s shared many of the features of the smaller 400s and the 300 series. This system raised the standard fuel system capacity to 213 gallons, or 270 with all optional tanks installed. It must be treated with respect. When evaluating an aircraft for buyers, the age and quality of the avionics are, of course, at issue. [1], In 1975 the plane was offered with a package of equipment enabling flight into known icing conditions. Every week I listen to the problems and mistakes 421 buyers have made. For only the two of them a Malibu could do the trick. As it turned out we landed on all three. The distinctive Stabila-Tip tanks (with their bladders) were gone, replaced by a simpler, bonded wet-wing fuel system. Cylinder-head temperatures that go too high or too low lead to cylinder problems. However, the 421 uses unusual geared engines that must be operated with care, and have seriously high overhaul costs. I often feel that theyre hoping I can convince them that the engines are okay: they can be, if treated properly. On a positive note, the airplanes value has almost doubled in the last eight years! Its electro-mechanical landing gear are similar to that of the 310. The string of accidents prompted the Cessna Pilots Association to call for immediate, thorough visual inspections of the exhaust system, including removal of top and bottom cowls, induction air filter canisters, head shield and anything else that might block an inspection. In 1976, Cessna brought out the 421C, incorporating the sweeping design changes that the company was applying to most of its twins at the time. Like most aircraft, the 421 is not able to fill all the seats, baggage compartments and fuel tanks at the same time. They flight plan it at about 190 knots true at lower altitudes and plan on burning 45-50 gallons the first hour, then about 40 GPH in cruise. I typically climb to around 12,000 feet for short trips, and as high as 25,000 for long trips. Removing all that weight from the wing tips increased the airplanes stability, as did an increase in the size of the fin and rudder. It is a stable instrument platform. In fact, with the exception of the higher-powered engines, both the 340 and 414 share systems with the airplane. Even if one disregards the fixed cost of owning the share, the direct operating cost of a 421 are somewhere around $350-400. [1], In 1976 the 421C appeared which featured wet wings, the absence of wingtip fuel tanks and landing gear that was changed from straight-leg to a trailing-link design from the 1981 model year onwards. Twice in four years weve been down for over two months waiting for Continental to deliver remans wed ordered months previous. I actually had a love-hate relationship with them. Its roomy and relatively quiet, fast and efficient. In 1985 it, like all the other piston Cessnas, was discontinued for lack of sales. Both empty and gross weight increased, the wingspan was increased by two feet, raising the service ceiling by 5,000 feet. Many panels are a mix of Cessna, King, Collins, Bendix and others. If it comes down to a choice between models, however, we recommend the C version. Don't skip any maintenance. The plane was redesignated the Cessna 421A. In the end, none of these other planes could beat the overall combined comfort, size, speed, power, load carrying capability and economy of the 421. After purchase, it is wise to have a fresh weight and balance done and a new equipment list drawn up. Also, the pump is fuel-lubricated, and will burn out if left to run too long after the locker tanks are dry. Of course, the 421 also shares the exhaust system design with other turbocharged Cessna twins, and as noted in The Aviation Consumer, June 1997, this system was implicated in a string of accidents over the previous 31 months … Unless otherwise noted, these reviews carry product pricing from the time of the original review. Its far less complicated than, say, a 310. In 1971 the 421B got some more significant improvements. Up front, the cockpit is generally well laid-out, with good seats offering plenty of adjustability. Service ceiling is much higher with both engines running, and quite close with only one prop turning. [2], The Cessna 421 was first produced in May 1967, the 1968 model year. Here in the West, we very seldom have use for the 421s known-ice capabilities, but on the occasions when we have needed it, it has performed splendidly.

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