Airframe:
For folks who aren't familiar with the Cessna
421, it’s a great utility aircraft that has one of the
lowest 'seat per mile' costs in general aviation. In my
opinion the 'B' model is the best flying twin Cessna built.
Amazingly easy to fly, and respectable on a single engine. I
like the '72 because it has the 7450 MTOW, large front nose,
TCM GTSIO520H engines (375 HP), and had the increased 4.6
PSI pressurized cabin. What it doesn’t have is the increased
empty weight from later B models in the cabinetry. Later B's
had the pressure bulkhead moved back some 18 inches and
filled the area with (in my opinion) worthless, heavy
cabinets. Most 421 pilots would tell you putting the weight
back there wasn't one of Cessna's best idea.
Total Time on the airframe is 5646.1 hours with no damage
history
Engine Specs:
I've always liked the TCM GTSIO520H engines.
Don't believe the hangar talk about their poor reliability
and their 'quirkiness'. I've enjoyed many thousand hours of
safe travel behind these motors, almost always making their
rating TBO which has been raised to 1600 hours. My tips:
Keep the cylinders from detonation. It’s easy with the
EDM760 which monitors each cylinder’s EGT and CHT. These
engines have never seen lean of peak operations. We also use
straight weight oil with Avblend. Since using Avblend I
haven’t had a stuck valve or cylinder problem since 1999
when i started using it with straight weight Aeroshell oils.
Right engine has 362.8 hours SMOH (06/2005)
. Left engine has
670.4 hours SMOH (7/2002). Should be able to fly this
aircraft close to 1000 hours without getting too deep into
your wallet.
Performance:
This aircraft has six fuel tanks totaling 248
gallons. Having all of that fuel onboard makes for very
flexible flight planning, and the ability to 'tanker' fuel
to buy fuel at more reasonable stops. I figure 50 gallons
the first hour and 42 for every hour after that. That’s 5.7
hours in the air. With IFR reserves I'll never plan for more
than 5 hours. More like 4.8 or 4.9. The 421 ranges from 185
KTAS below 8000 feet to 220 KTAS at FL210. I've only done a
few trips above FL230. You’d have to have a very generous
tailwind to justify getting up there. Most of my experience
has been in the 14,000 feet to FL210 to be honest. So at a
conservative 205KTAS the aircraft has a no-wind range of
more than 1000 nautical miles WITH IFR reserves. Pretty
nice.
Storage:
The best part of this aircraft is the ability to
haul people AND their stuff. The nose of the aircraft is
completely hollow and allows for storage of skis, golf
clubs, and whatever else you can dream up. Each aft nacelle
has storage (one is usually used for aircraft supplies: oil,
funnels, window cleaning supplies, etc) as well as the aft
cabin (pressurized). Over 2200 pounds of Useful load.
Maintenance:
As an IA, I think the 421 is one of the easiest
aircraft to work on, and maintain. This aircraft has the
improved C&D combustion heater, so the only recurring AD’s
pertain to the exhaust system and the MLG retraction forks.
I open the cowl doors after EVERY flight to check the
exhaust anyways and replace all of the exhaust hardware
every 400-500 hours. The retraction forks are replaced every
5000 hours. I’ve never understood the drama and hype about
maintaining these aircraft. Parts are very plentiful, and
the systems are very straightforward. Except for working
behind the instrument panel, everything is very easy to
access for the mechanic’s. I’ll personally spend as much
time with the new owner to acquaint them with the
maintenance aspects as needed.
Training and Insurance:
You are probably going to find that getting
insurance for this aircraft is very easy assuming a
qualified pilot is flying. Our recent premiums hovered
around 5100 bucks for 225K hull value. Annual simulator
training is the norm these days for your pilot.
Operating expenses:
Figure on $297.50 dollars per hour for direct
operating costs. That’s been my average over the last 13
years. That includes fuel, oil, aircraft maintenance, and
engine and prop overhaul reserves. The DOC is directly
proportional to the price of 100LL. I use AIRBOSS/AirNav and
negotiate fuel prices at an FBO to keep the DOC’s as low as
possible. Trust me it works!!
Sale and delivery information:
All of the specifications for this aircraft are
subject to verification. This aircraft is also listed on
eBay. A $5000 deposit will be paid after the auction,
and the balance paid before delivery. Verification will need
to be preformed before delivery of aircraft. If the aircraft
was found misrepresented, the deposit will be refunded.
Delivery and training (flight and ground) can be provided.
If the new buyer is interested in any upgrades to
the aircraft, they can be performed before delivery at near
wholesale pricing.
Plan on a wire transfer or equivalent means of
guaranteed payment.
Avionics/Radios:
ARC 400A Autopilot/Flight Director
King KDM 705 DME
King KX-165 NavCom with GS
King KT 76 Transponder/encoder
Apollo SL60 GPS/Com**
Apollo 360 Moving Map Display
Narco Escort II Nav
Bendix IN 831A Slaved HSI
ARC 400 ADF
Sperry Primus 200 Color Radar
ARC 800 RMI
ARC 300 Marker Beacon
PS Engineering PMA6000 Audio panel and Intercom***
BOSE Active Noise Reduction Headsets
Additional Equipment:
JB Air Conditioning
Executive Interior with writing tables
11 Cubic feet O2
Belted potty seat
Cleveland wheels and brakes
8 Seats
Co-pilot Instruments
External Power Receptacle
Right and Left Nacelle Fuel Tanks (248 gal. total capacity)
Prop Sync
Full Deice-Alcohol Windshield
Engine Pre-heaters
3 Light Strobe system
Cabin Dividers
100 AMP Alternators
Rosen Sunvisors
Vortex Generators
Avionics Wiring Diagrams
Year Painted:
1992
Exterior:
See pictures for
colors (7 of 10)
Year Interior:
1992
Interior:
Gray Leather (7 of 10); Gray Carpet (6 of 10)
Inspection Status:
Annual
Inspection in progress!
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