The original 421 also had a short nose. CTRL + SPACE for auto-complete.
But the wing locker tanks, which have no gauges (just empty lights), are used by transferring fuel to the mains via an electric pump.
The 421 Golden Eagle stands at the head of Cessnas 400-series piston twins.
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. For most flights, its not necessary to carry anything in the cabin.
Fuel burn runs 50 gallons for the first hour and 40 GPH thereafter. In others, the loss of the fuel lines results in dual engine failure due to fuel starvation.
In fact, with the exception of the higher-powered engines, both the 340 and 414 share systems with the airplane.
On paper, the 421 is quite fast. Owner groupsA club that covers the 421, in addition to all other twin Cessnas, is The Twin Cessna Flyer. (219) 749-2520. The airplane was operated part 135 during that entire time.
Even if one disregards the fixed cost of owning the share, the direct operating cost of a 421 are somewhere around $350-400. This system raised the standard fuel system capacity to 213 gallons, or 270 with all optional tanks installed.
In other words, seeing how far you can get on that tank of fuel then landing at a nearby airport isn't really an option.
The top-of-the-line Cessna piston twin is unfortunately saddled with troublesome geared engines. Or spring bank which is where they'd likely be based.
My insurance is about $5500 per year for $150,000 hull value, and they require me to attend SimCom or Flight Safety every year. The apparent difficulty with the system stems from the location of the turbocharger, which is mounted to the airframe rather than the engine.
While we never learned whether they were locked or not, our mechanic did discover the cause: water in the hydraulic fluid. that came with them.
The airplane does cost a lot to maintain.
As is common, refinements were immediately applied and the 1969 model was redesignated 421A.
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. I have heard it said that if they were still making 421s, they would be over a million dollars, so plan maintenance expenditures accordingly. As the type club for piston-powered Cessna twins, we represent 421 owners worldwide. We were able to fly to the nearest airport and land without any additional incidents or problems. Weights (both gross and empty) increased significantly, with a maximum gross of 7450 pounds.
Climbs to the high teens or low 20s are not usually justified on trips of less than 300 miles. Production ended in 1985 after 1,901 aircraft had been delivered.
Granted, with such an incredibly complex airplane, we have had our fair share of problems. The full heated window is much nicer to look through than a hot strip such as youll find on a 340. [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.
The spacious wide-bodied cabin is extremely quiet thanks to the props spooling along at 1750 RPM. This featured trailing-link mains and a high-pressure nitrogen blow-down bottle for emergencies.
No one in the back ever wears headsets and conversation is always at comfortably low levels. gear difficulties), but aside from the service history of the engines has no unique problems. Springbank to Falcon Field in Mesa is 1065NM, even with some upper winds that is within the range of a Conti powered Malibu. The end result was better handling in both normal and single-engine operations. The aft cabin area could handle another 340 pounds, with a further 200 in each wing locker for a total capacity of 1340 pounds.
Pilots report flight planning for anywhere from 195 to 215 KTAS at about 20,000 feet.
The B model gained a few extra refinements over the next four years. The alterations were minor: a three-inch stretch, five more gallons of fuel, and a 40-pound increase in gross weight. 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. Some give the 421 and unfair rap. 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. A7CE Revision 47", "FAA Supplemental Type Certificate SA1361SO", "The Aviation Alliance Announces First Product Offering, Excalibur 421", https://en.wikipedia.org/w/index.php?title=Cessna_421&oldid=987072792, 1960s United States civil utility aircraft, Short description is different from Wikidata, Aircraft specs templates using more performance parameter, Creative Commons Attribution-ShareAlike License, This page was last edited on 4 November 2020, at 19:06.
Also With This ArticleClick here to view charts for Resale Values, Payload Compared and Prices Compared.Click here to view the Cessna 421 Golden Eagle features guide.Click here to view “Cessna 421 Engines: Handle With Care.”. After looking at all the options, including turboprops, nothing really fits the bill quite like it. An experienced hand is needed on the throttles, and each year there seems to be a new crop of controllers that expect the airplane to be able to descend at 5000 FPM. Ceiling (1 engine out): 11,320 FT Takeoff distance: 1,695 FT Landing distance: 777 FT Takeoff distance over 50ft obstacle: 2,220
You can haul six people in air conditioned, pressurized comfort for a long distance, or up to eight for a modest distance. But, the geared engines proved to be more delicate than their direct-drive siblings, developing a reputation for cracking cases. This website contains many older reviews. The airplane was an immediate hit, with 200 sold that first year. I carry anywhere from just me to eight people (including two or three children). 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. These lines have no shutoff valves. The throttles must be handled slowly and carefully, with the pilot constantly checking manifold pressure during the ground roll, watching for upward deviations. Ball.
I fully expect to get 1500 hours from each of my engines, which is good considering they are about $35,000 each for an overhaul. Useful load is around 2450 pounds with VGs (a must). Everyone I flew in the plane liked the comfort and quietness of the cabin. Maybe they would be based there, especially if they live on the west side of town.
I typically climb to around 12,000 feet for short trips, and as high as 25,000 for long trips. All of this translates into lower fatigue levels at the end of a flight. Great suggestion! I have also personally owned and operated a 1980 421C for the last 6 years. I have owned a 73 C421B for about four years and have flown it 400 hours.
My wife and I own a 1978 Cessna 421C and absolutely love the comfort, speed and convenience of this flying limousine. Also, in real-life they would need to clear customs at their first stop after crossing the border, each way.
[2], The Cessna 421 was first produced in May 1967, the 1968 model year. Other than that I have had the problems you would expect from a 24 year old, high performance, pressurized, turbocharged airplane. 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 . While stepping up to a twin resulted in a rather disproportionate increase in maintenance costs, the problems we have had with our plane cannot be unique to a 421. 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? Its quietest piston plane commonly available. Cylinder-head temperatures that go too high or too low lead to cylinder problems.
Face it, 24 years is old for an air conditioner. This system can develop cracks, which allow hot exhaust gases to escape. Often, the equipment list was never updated and the weight and balance records are a mess. -Pete Schoeninger, ManagerWaukesha Flying ServicesWaukesha, Wisc.
I definitely liked the increased gross weight (up by 150 lbs.) I have seen ground speeds up to 300 knots in level flight.
Twice in four years weve been down for over two months waiting for Continental to deliver remans wed ordered months previous.
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).
I think the 421 is a fabulous airplane, but it is a very complex and old airplane. For only the two of them a Malibu could do the trick. The 421Bs and many Cs left the factory with ARC 800 series radios, which are difficult to get worked on.
Owners are unanimous in their praise of the airplanes real-world usefulness in load carrying. The 421s ample baggage compartments also contribute to usable cabin space.
Many callers tell me of their engine concerns or relate all that they have heard. 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.
In 1985 it, like all the other piston Cessnas, was discontinued for lack of sales.
© Belvoir Media Group, LLC.
This new plane is designated the Cessna 421B. Often, a 421 buyer is moving up from a light twin such as a 310 or Baron. The 421 seats just as many passengers, has more baggage room and similar performance. EnginesCessna chose the geared Continentals for their combination of high power and low prop speeds, which allowed the 421 to deliver good performance without punishing noise levels.
I recently sold it, and am replacing it with a King Air B200. While thats pretty steep, its actually less than the overhaul cost for the 421s two direct competitors.
Our high-time engine is at 1550 SMOH and runs like a top. I highly recommend Flight Safetys initial and recurrent training for any owner/pilot of the 421. The hot exhaust then hits the aluminum box-beam keels that serve as engine mounts.
The airplane is rated for known icing and, even in some rather severe weather, the cabin remains comfortable and provides an incredibly stable environment. I often feel that theyre hoping I can convince them that the engines are okay: they can be, if treated properly. They will try it a few times, get stuck because of weather a few times, then take the fictional airline. Its money well-spent. The maximum gross weight of the C model was 7450 pounds – the same as the B – but the standard empty weight was higher.
Its roomy and relatively quiet, fast and efficient. Go figure. After purchase, it is wise to have a fresh weight and balance done and a new equipment list drawn up.