The distinctive Stabila-Tip tanks (with their bladders) were gone, replaced by a simpler, bonded wet-wing fuel system. Also worth joining is the Cessna Pilots Association (, (805) 922-2580).

Performance approaches that of some turboprops, but purchase and operating costs are considerably lower (though still considerable – they only look good when compared to propjets).

Its money well-spent. The cabin is accessed from a door, on the left hand side behind the wing, and has seating for six on the basic 421, or up to ten on later variants. Ball. The full heated window is much nicer to look through than a hot strip such as youll find on a 340.

The CPA and AOPA also called on the FAA to issue an emergency AD, though none appeared. Even if one disregards the fixed cost of owning the share, the direct operating cost of a 421 are somewhere around $350-400. The airplane is rated for known icing and, even in some rather severe weather, the cabin remains comfortable and provides an incredibly stable environment. Overboosting on takeoff is one of the big reasons behind the GTSIOs case-cracking reputation. The top-of-the-line Cessna piston twin is unfortunately saddled with troublesome geared engines. The left engine started making metal around 1200 hours, and the right engine blew out the number 5 connecting rod at 1100 hours while I was flying with my wife in the right seat and my family in the back. SystemsSystems-wise, the 421 is quite complex, with both good and bad points. To get in or out, its necessary to move that seat all the way forward. 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. HistoryThe 421, which shares its basic airframe with most of the other 400-series Cessna twins, was introduced in 1968. The alterations were minor: a three-inch stretch, five more gallons of fuel, and a 40-pound increase in gross weight.

Our pilots like it as a stable IFR platform. Often, a 421 buyer is moving up from a light twin such as a 310 or Baron. In fact, with the exception of the higher-powered engines, both the 340 and 414 share systems with the airplane. Judging from the nice appreciation that these aircraft have enjoyed recently, I can assume that others are discovering what a wonderful machine a 421 really is.

I personally flew the plane 150 hours in that two-year period. A 1975 AD requires visual inspections every 50 hours, but the plumbing is so convoluted and tightly packed that this is difficult to do. If you do that, youll be buying new cylinders all the time. 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. Any bad stories told about the engines come from the person flying not being the same person who pays the bills. This requires a flexible exhaust system to allow for differential movement of the engine and turbo.

I true about 180 knots down low and 220 knots up high. The hot exhaust then hits the aluminum box-beam keels that serve as engine mounts. Owner CommentsI professionally represent both the buyers and sellers of Cessna 421Bs and Cs. All rights reserved. Fuel burn is 50 gallons first hour, 40 thereafter. This featured trailing-link mains and a high-pressure nitrogen blow-down bottle for emergencies. I have also personally owned and operated a 1980 421C for the last 6 years. Have them build an Epic. CYYC (Calgary International) would be OK, though. I have owned a 73 C421B for about four years and have flown it 400 hours. It needs to be an approved CANPASS airport.

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. The changes also improved stability in turbulence. The airplane does cost a lot to maintain. [1], The very next year, 1969, the design was refined, with a three-inch stretch of the fuselage, five more gallons of fuel capacity, and a 40-pound increase in gross weight. Production ended in 1985 after 1,901 aircraft had been delivered. These were my hourly costs: Average fuel burn: 46 GPHMaintenance (parts and labor): $174.50/hourEngine reserve: $39.04/hour Propeller reserve: $4.37/hour. The 421s geared engines generate comments that are either positive or absolutely no way negative. 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. Unit cost $130,000 (421, 1968) $600,000 (421C, 1985) [1] Developed from Cessna 411 Developed into Cessna 425 The Cessna 421 Golden Eagle is an American six or seven seat twin-engined light transport aircraft, developed in . Twice in four years weve been down for over two months waiting for Continental to deliver remans wed ordered months previous. Don't skip any maintenance. Our firm has owned a 1977 Cessna 421C since 1989 and uses it exclusively in our charter business. The airplane was operated part 135 during that entire time. When I bought the plane it had two RAM engines installed. All they need is a customs airport, the issue with ' landing at the first one' is limited to the southern border.. Often, these installations were done without proper wiring, circuit breakers and so forth. One incident involved a possible failure of the landing gear and, even after using the emergency nitrogen system, we still had to land with two main gear lights showing unlocked. I have owned a 1978 Cessna 421C for four years and went through an exhaustive process in choosing it. Cessna achieved this flexibility through a combination of ball and slip joints. It was an immediate hit, selling 200 planes in its first year. Trips of 300 miles or less are normally flown at lower altitudes and speeds. In others, the loss of the fuel lines results in dual engine failure due to fuel starvation.

The nose was stretched two feet to accommodate a larger nose baggage section. 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. It never ceases to amaze me that I observe buyers obtain well-paid professional support when purchasing a new $15,000 computer or telephone system for their business, then purchase a 20-year-old, quarter-million-dollar airplane with little or no professional support. Operating Paul, I am president of The Twin Cessna Flyer. The first 421s shared many of the features of the smaller 400s and the 300 series. I can get it down to under 35 GPH if I lean aggressively. The aft cabin area could handle another 340 pounds, with a further 200 in each wing locker for a total capacity of 1340 pounds. I have 1200 hours, with 700 multi, and 400 in type. The new wing also improved single-engine performance, with increased single-engine service ceiling and rate of climb. The wing lockers serve as bays for optional fuel tanks, so they may or may not be usable for baggage. I use the airplane for business, with trips being from 300 NM to 1400 NM. SimCom is great: they teach you a lot about the airplane. I plan for 50 gallons the first hour and 40 each hour after that. Up front, the cockpit is generally well laid-out, with good seats offering plenty of adjustability. In 1985 it, like all the other piston Cessnas, was discontinued for lack of sales. This should be checked by all owners. It is fast, comfortable, and can carry a good load. It's a Lear 35 mission with 2 owners and a pro crew. On descent, I dont touch the throttles from cruise until within 20 miles of the airport. It had "Stabila-Tip" fuel tanks on the wingtips (like the Cessna 310). To get the performance these buyers were looking for, Cessna decided to use Continental GTSIO-520 geared engines producing a healthy 375 horsepower apiece.

These lines have no shutoff valves. But, the geared engines proved to be more delicate than their direct-drive siblings, developing a reputation for cracking cases. Really like the Bonanza as an alternative. Now that trip goes straight over some pretty gnarly terrain and many people wouldn't be comfortable doing that in a piston single, particularly a Malibu (a couple from Alberta came to grief in a P-baron on a similar route a couple of years ago). This new plane is designated the Cessna 421B. The 421s cabin is among the quietest in the business, thanks mostly to its geared engines that produce plenty of power at low prop speeds. On ice-equipped 421s, the entire windshield is heated, eliminating the flat hot plate common on many twins. Later engines had beefed-up cases that raised the mark to 1600, typical for engines of this size, but this did not eliminate the case-cracking problem entirely. 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? After purchase, it is wise to have a fresh weight and balance done and a new equipment list drawn up. Thats nearly three-quarters of a horsepower per cubic inch, and the inevitable stress meant short service life. The Cessna 421 Golden Eagle is an American six or seven seat twin-engined light transport aircraft, developed in the 1960s by Cessna as a pressurized version of the earlier Cessna 411. Discussion in 'Hangar Talk' started by jvwordsmith, Feb 7, 2014. In the real world, though, cruise speeds are a bit less. (You must log in or sign up to reply here. Far and away the biggest problem is the engines. I took the initial training before I ever flew my 421, and I attended the recurrent training every six months. 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. Ive written to urge that buyers take the term due diligence seriously. The only complaint that I have was with the RAM engines. Other than that I have had the problems you would expect from a 24 year old, high performance, pressurized, turbocharged airplane.

Owners are unanimous in their praise of the airplanes real-world usefulness in load carrying. The fact that the exhaust is a weak link is nothing new. I thought he had a 400 series Cessna, but it may be a 414. As such, I would like to provide some insight drawn from my daily contacts with 421 buyers and sellers.

In 1971 the 421B got some more significant improvements. The Beech Dukes mills cost $35,000 each, and the Piper P-Navajos engines cost $39,000 a side to overhaul. 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 … When are the other 7 people going to fly? Another seldom-used, but on occasion extremely handy, item is the potty in the aft cabin area. My wife and I own a 1978 Cessna 421C and absolutely love the comfort, speed and convenience of this flying limousine. 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.