Location: Gallatin, TN
|All Specifications Subject to Buyer’s Verification
Exclusive Representation By Jerry Temple Aviation
(972) 712-7302 Fax (972) 712-7303
Photos and Additional Data My Be Viewed at www.jerrytemple.net
|Year||1979||Model||421C||Airframe Hrs.||4925||#Built||# In U.S Registry|
|Ceilings M/E||30,200 Ft||S/E||14,900 Ft|
|T/O Over 50′||2323 Ft*||Landing Over 50′||2093 Ft*|
|Mfg’s Max Speed||257 KTAS||Mfg’s Rcmd Cruise||240 KTAS|
|JTA/Speeds||FLT Plan 200 KTAS Expect 200-215 KTAS|
|Range/Endurance||300 gal at 40 gph = 7.5 Hr X 210 KTS = 1575NM (No Wind, No Reserve)|
|Annual Inspection Due||2/2018||Pitot/Static Due||Alt/Xpd Due|
|Elt Due||Oxygen Hydrostatic Due|
|Engines:||Type||Continental GTSIO520-L||Continental GTSIO520-L||375 HP||1600 TBO|
|Cruise Fuel (gph)||20-22 gph||20-22 gph|
|Hours||1410 SMOH||1410 SMOH|
|Date of Reman/OVH||/||/|
|Reman/OVH By||RAM /||RAM /|
|#Blades/Size||3 / 90||3 / 90|
|TBO Years/Hrs||5 / 1500||5 / 1500|
|Hours||464 SPOH||464 SPOH|
|New or POH Date|
|Supplemental Type Certificates (STCs):|
|RAM Engines & Misc STEC, Wheel Covers, G530/430, GTX 330 Xpd, RDR 2000 Radar, TAS 1000 Air Data, WX 500, KFC 200 AP, O&N Tank, Keith Air, VGs|
|Major Damage History: (Date/Describe/Repair)|
|Number of Owners Since New||7 or 9||(Note: 2 1/2 years is average)|
|Locations Since New|
|Hrs. Last 12 Months||24 Months|
|Average Per Year Since New|
|**Hours as of 30 Nov 2016
Seven Hour Endurance/1500 NM Range
At http://www.jerrytemple.net see Buyer Services/Support to learn about JTA’s support for all types of Twin Cessna Buyers. See Available Aircraft for Specs, Technical Data Sheet and Photos for all JTA represented aircraft. View the Narrated Videos for detailed information about Twin Cessna Models and specific available aircraft. See Buyer Services/Support and Training to learn about JTA’s Delivery and Check Out Support. JTA urges all current and prospective Twin Cessna Owners and Pilots to register to receive the free JTA Email Blasts and JTA Newsletter. See homepage of http://www.jerrytemple.net to register.
|All information on this form is subject to change and Buyer’s verification. Data has been obtained from Pilot’s Operating Handbooks, Manufacturer’s Brochures and Sales Literature, Used Aircraft Price Guides and various used Aircraft Literature. Blank information simply means data is not yet known by JTA. New information is added/changed on JTA’s website as often as practical. Call JTA to discuss.|
|Jerry Temple Aviation, Inc.
Phone (972) 712-7302 Fax (972) 712-7303
CESSNA 421C NARRATIVE
BY JERRY TEMPLE
The following subjects provided are important to know information about the Cessna 421C.
Golden Eagle Size and Comfort:
Since the introduction of the 421 in 1967, the 421, 421A, 421B (1970-1975) and 421C (1976- 1985) have often been referred to as the “Queen of Cabin Class Piston Twins”. There has never been much competition. Most competition came from other Cessna Twins or more expensive Turboprops. The Beech Duke never presented much competition due to its smaller cabin and high maintenance costs.
Today, a late model 421C offers the owners of a Light Twin, i.e., 310, Baron, Seneca and introductory pressurized Twin owners – 340A and P-Baron and, the Owners of a High Performance Single-Engine aircraft (HPSE) with a roomy and quiet cabin, excellent useful loads, business class amenities and handling that the average pilot can easily transition into.
The 421C offers small to medium size businesses, often acquiring their first aircraft, “a lot of Business Airplane” yet at a comfortable investment level while testing the waters of ownership.
It is hard to beat. In fact, you can spend thousands more and end up with a slower, louder and more cramped Turboprop. Regardless if you are trying to impress and protect your family, your boss, clients and employees, a 421C makes flying in a small plane — “puddle jumper” – a first class experience. Pilots with small children will appreciate the large cabin with plenty of room for car seats, toys, snacks, pillows and bears. The aft potty has kept more then one flight from becoming a multi-stop, all day trip.
The 421 fuselage is of semi-monocoque construction that utilizes flush-head riveting on the nose section for a smooth appearance and less induced drag. The side Air Stair door makes boarding the 421 easy. Two non-skid steps lead directly through the 21-inch wide doorway and into the center aisle of this cabin-class business Twin. Opening or closing the Air Stair door takes just a few seconds and the standard pneumatic upper and optional pneumatic lower door extender makes deployment of the door halves quick and positive.
Five large oval windows on each side of the fuselage provide excellent lighting for the Wide-Oval cabin. Two large side windows (with integral hinged storm windows) and the two-piece, double-curved windshield allows excellent flight deck visibility both forward and laterally.
The double-tapered, smooth-as-glass bonded wet wing of the 421 provides low drag, excellent performance, and outstanding handling qualities on a smooth, comfortable flight. The bonding extends from the nacelle outward and includes bonding of wing leading edges, upper and lower interspar panels, trailing edges in the outer flap area, ailerons and the upper skin in the wheel well.
The wing employs a two spar design attached to two carry-through spars in the fuselage that distribute shock loads along the entire length of the wing, rather than concentrating them at the wing root.
The bonded wet wing gives the 421 a standard fuel capacity of 213.4 gallons (206 gallons usable). Optional nacelle tanks can increase the 421 ‘s fuel capacity to 234 or 252 Usable Gallons. A rigid check valve system (used on the Cessna Citation and Conquest) traps fuel in the inboard tank bay – assuring that fuel is always available at the pick up valves, even with the aircraft in a slip type maneuver.
Maintenance personnel appreciate the ease of service and inspection afforded by the fuel access bay panel on the upper wing. The door simplifies access to all fuel pickup components.
The nose of the 421 incorporates a large baggage compartment – accessible through either large left-hand or right-hand baggage doors – with a total baggage capacity of the nose baggage compartment or 36 cubic feet and 600 pounds.
Wing Locker Storage:
The nacelles of the 421 incorporate wing nacelle baggage lockers for extra outside-the-cabin storage space. These lockers have a volume of 7.7 cubic feet (15.4 cubic feet total) and a weight capacity of 200 pounds each (400 pounds total). Volume and weight capacity will change if optional Air-Conditioning or Nacelle Fuel Tanks are installed.
Split-type electric flaps give outstanding short-field performance to the 421. The flaps are controlled from the panel and may be lowered 15 degrees at 176 knots IAS and up to 45 degrees at 146 knots IAS. The flaps are flush with the wing trailing edge when retracted.
A pre-select flap control system allows the pilot to select any desired flap position and a flap actuator position the flaps to that point. An indicator on the instrument panel moves as the flaps move to show the degree of flap extension
The large vertical tail of the 421 contributes to its excellent control response. The aircraft’s large vertical tail area aids in crosswind taxiing and landing and aids in Directional (Yaw) Control. The huge vertical area is 50% rudder and, in addition, has a large Rudder Trim Tab. You will be amazed how docile this big Twin is when training with one engine at zero thrust setting.
The wide span elevator surfaces and horizontal stabilizer extend to the outer arc of the propeller slipstream, providing outstanding slow speed stability and elevator control plus superior handing during single-engine operation.
A dependable yet easy to operate rudder gust lock is present on some 421 C’s. The lock consists of a positive pin that fits into a slot in the bottom of the rudder that holds it in place regardless of wind velocity. An externally mounted streamlined lever engages the lock so there is nothing to attach, remove or misplace. A placard on the lever instructs the crew to disengage the lock during preflight yet if the lock is overlooked, it will disengage automatically when the pilot pulls the control wheel. The system is considered fail-safe because the lock will always disengage before the elevator reaches the neutral position.
An external access door on the right hand side of the tail cone greatly reduces maintenance time by allowing easy access to tailcone components.
From the ground, an average-sized man can get into and out of the access panel to service the autopilot equipment just behind the pressure bulkhead. In addition, a lower tailcone access panel on the underside of the empennage allows easy service access to the tail area.
Two GTSI0520-L or N fuel engines rated at 375 hp at 2235 propeller rpm and 39 inches manifold pressure power the 421C. High-efficiency turbocharging ensures peak performance up to 20,000 feet and minimizes power adjustments during climb out.
The time between overhaul (TBO) is 1600 hours. TBO is only a suggestion in FAA Part 91- Piston Operations. There is no requirement to conduct any special maintenance or overhaul at 1600 hours.
A large capacity intercooler maintains operating temperatures within limits and a large capacity wastegate provides excellent turbocharger flow at low altitudes. Dual exhausts keeps backpressure at a minimum and provides the 421 with excellent fuel efficiency.
Exhaust system risers on the 421 eliminate the need for seals between individual cylinder segments and sleeves joints. One-piece clamps on the Iconel 601 alloy exhaust provide excellent durability and heat resistance. Stainless steel turbocharger heat shields lower turbocharger temperatures and provide longer service life and low maintenance costs.
The 421’s engine control cable housings feature Rulon lining material and the cowl flap and alternate controls are Teflon lined. Within the engine compartment, the metal lining protects from extreme heat – which can cause control binding – and outside the engine compartment, the Teflon lining minimizes friction and backlash.
The 421 is equipped with constant speed, full feathering, 90-inch, wide cord, heated three bladed propellers that provide top performance, smooth operation and excellent thrust at low rpm.
Propellers will be either McCauley or Hartzell Models. Other aftermarket propellers are available. Most propellers suggested time between overhaul (TBO) periods is five or six years and 1500-2000 hours. In FAA Part 91 -Piston Operations, TBO is only a suggestion. Most general aviation propellers turn at 2300-2500 rpm. General Aviation pilots and passengers are use to this. The 421C’s geared engines allow the huge 90″, wide cord, three-bladed propellers to rotate in cruise at only 1800-1900 rpm. The cockpit and cabin are incredibly quiet. Passenger conversations in normal speaking volume are common.
Most aircraft will have a Synchrophaser system. The system is designed to match propeller rpm and phrase angle of the engines – resulting in decreased vibration and reduced noise in the aircraft cabin. The synchrophaser automatically adjusts the speed of the slower engine to match that of the faster one by magnetically repositioning the prop governor’s flywheel weights. This magnetic-head type of propeller synchrophaser has the advantage of easy, trouble-free operation.
The 421 ‘s nose gear uses the time-proven design used on other Cessna Twins – with the same excellent serviceability and positive ground handling qualities – for tight taxi turns. Minimum turning radius for the 421 is 58.57 feet.
The main landing gear on the 1976-1979 421C, Serial Number 421C-0715 and earlier, is of conventional design incorporating a lower piston and upper trunnion assembly, with torque links and a cantilever axle.
The main landing gear on the 1980-1985 421C, Serial Number 421C-0801 an after, is of articulated design incorporating a trunnion with a trailing link and axle assembly attached to its lower end. A shock strut assembly connects the aft end of the trailing link to the upper end of the trunnion.
The main gear on the 1980-1985 Models is referred to as Trailing Link Gear. It is known for soft landings and smooth taxiing. The gear is designed for minimum attention and ease of maintenance. The oleo shock struts are axially loaded at touchdown and no bending or binding of the strut occurs. Each gear consists of a forged aluminum trunnion, a forged steel fork and an air-over-oil shock assembly. Toe-in and toe-out are inherently set by the trailing link designed so adjustments are not required. The shock strut is easily serviced and adjusted because of the squat switch’s excellent accessibility.
The landing gear actuation system is hydraulically powered and electrically controlled. Two engine-driven pumps with a working pressure of up to 1750 psi supply hydraulic power. The retraction time is five seconds or less with both pumps working or a remarkable 7.5 seconds during single pump operations – an important safety factor for single-engine operation. The hydraulic actuation cylinders of all three gears also function on downlocks. Mechanical hooks, which retract hydraulically when gear actuation is selected, hold the gear in the up position.
A 2,000 psi nitrogen bottle powers the emergency gear extension system, extending and locking the gear down in a matter of seconds. A pull handle under the panel activates the system and a large gauge in the rear bulkhead of the nose baggage compartment facilitates inspection of the nitrogen bottle pressure.
Most major landing gear system components are located behind the aft bulkhead of the nose baggage compartment. The system’s hydraulic reservoir can be refilled through a port near the pilot’s windshield and the hydraulic fluid level can be checked through an inspection window on the rear bulkhead of the baggage compartment.
A landing gear warning system gives an aural signal if the landing gear is not down and locked any time the flaps of the aircraft are extended more than 15 degrees or if the manifold pressure ever falls below 15 inches Hg.
Environmental System – Heating and Cooling:
Keeping warm in a 421C is easy due to two sources of warm air. The first method to warm the cabin is to allow the warm air produced by the pressurization system to enter the aircraft. Controlling the temperature of the warm “free heat” is controlled by openings in the wing stub called the Air Exchangers. Opening or closing these air exchangers controls if RAM air is prevented from cooling the warm pressurized air or is allowed to cool the air.
The 45,000 BTU Heater/Defroster is the second additional means to heat the cabin. When the warm pressurized “free heat” does not provide enough warm air to keep the cabin warm the heater is then used. The heater uses a small amount of fuel from the right main fuel tank.
Obviously, in order to benefit from the GTSIO-520-L or N’s high flight is necessary. And it gets cold, year round, at flight levels. In addition to the heaters roll, the defroster mode both warms the front seat occupants, but when properly used, is an extremely effective anti-icing tool.
Cooling the cabin is provided by fresh outside air or air-conditioning. There are two types of air- conditioning. The Cessna Factory installed air-conditioning is positioned just aft of the right engine. The right engine must be operating for the factory air-conditioner to operate. The second type of air-conditioning is the Keith System. It is also known as JB Air. The Keith System’s components are located in the lower left side of the nose baggage area. The Keith System is an all-electric system and can be operated on the ground with an auxiliary power cart connected to the aircraft.
The 421C pressurization system has a 5.0 maximum differential PSI. The turbocharger continually pumps air into the capsule. The outflow valves allow for controlled leakage, thus maintaining a cabin altitude as set on the controller. The majority of 421 C’s have the optional variable rate system, which allows the pilot to control the rate the cabin altitude climbs and descends.
Operating the system is easy. There are different techniques to setting the pressurization before take-off and when descending. Even for pilots who have never flown a pressurized aircraft, after a delivery flight or checkout from Jerry Temple Aviation (JTA), the system and procedures will be well understood. Typical cabin altitudes are at 17,000/4,000′ Cabin, 20,000/6,000′ Cabin and 24,000/8,000′ Cabin.
Either engine will supply reasonable airflow for pressurization. However, it is doubtful a 5.0-PSI cabin will be maintained. This is likely of no factor since with the loss of engine or suspicion of contaminated air, a descent to lower altitudes and a landing is likely.
Most 421 C’s will have an 11.0 cubic foot Oxygen Bottle in the nose bay. It is considered for emergency purposes, but can always be used to aid an ill pilot or passenger. Oxygen can also be a plus for a tired pilot. An optional 114.9 cubic foot system was installed in some 421 C’s. These were intended for longer flights at 25,000 feet and above.
Certification for Flight Into Known Icing:
The aircraft is certified for Flight into Known Icing, providing many operations with the legal comfort of departing into likely icing conditions.
This 421C was built under the rules of FAA Part 23. However, the optional Flight Into Known Icing Kit was designed under the more stringent Part 25 (transport category). The Known Icing Kit on a 421C consists of the following Anti-Icing and DeIce equipment:
• Pneumatic Delce Boots for both the Inner and Other Wing
• Delce Boots for the Horizontal Stabilizer and Vertical Stabilize
• Ice Detection Light
• Electrically Heated Propellers
• Fuselage Ice Protection Plates
• Electrically Heated Pilot’s Windshield
• 100 Amp Alternators
• Heated Pitot Tubes, Static Ports and Stall Vane
All Fuel Vents are either heated or of a design so as ice does not accumulate. Additionally, many components are of higher capacities/strengths such as heavy duty Vacuum Pumps. In addition, the 45,000 BTU Heater/Defroster is a superb Anti-Icing feature.
Cessna’s exclusive wide-oval cabin provides 421 passengers with outstanding comfort. Generously proportioned seats for up to eight people, wide aisles and freedom to move about without disturbing other passengers gives the 421 a comfortable environment in which to relax or work.
Fail-safe tests with the 421 cabins have proven that it retains its structural integrity even when intentionally ruptured while pressurized. All skins are sealed during assembly using an elastic sealant applied directly to the substructure before the skin is laid on and riveted.
The 421 is entered through a wide 25-inch by 51 -inch Air Stair door that can feature s pneumatic extenders for both the upper section and lower half. These heavy-duty extenders provide quick, positive deployment of the dobr halves and easy, one handed operation with nothing to unsnap or depress when closing the door. A button on the door’s exterior allows it to be opened from the outside.
Most 421 C’s are equipped with seven seats (seven total seat belts). Two in the cockpit, four seats in a club configuration and a lavatory (potty) seat, which is a legal seventh belted seat. Some aircraft come with an eighth seat that is positioned on the left side lower aft cabin baggage shelf. Most owners remove and store this seat.
Some aircraft will have under cabin seat storage drawers. All aircraft will have an Executive Table on each cabin side panel. Most aircraft will have an aft cabin potty with a relief tube. An aft cabin hardwood divider with a privacy curtain allows use of the potty. Some aircraft will have the optional cabin divider with an accordion privacy door. The aft cabin divider has a magazine holder.
Most 421 C’s will have an aft cabin positioned refreshment center with an ice storage container, area for beverage/liquor bottles and cups. Other miscellaneous storage areas are included. Some 421 C’s will have a forward cabin refreshment center. This is typically installed behind the pilot’s seat. Other cabin options were chart cases that are positioned between the pilot and/or copilot seat.
For additional information about the Cessna 421C Golden Eagle, and other Twin Cessna Models, plus the Conquest I and II Turboprops, see www.jerrytemple.net. See Temple’s Tips, Articles by Jerry Temple and others, and all areas of www.jerrytemple.net, the World’s Largest and most informative, Twin Cessna Website.
All information on this 421C Narrative is subject to change and-Buyer’s-verification. Data has been obtained from Pilot’s Operating Handbooks, Manufacturer’s Brochures and Sales Literature, Used Aircraft Price Guides, various used Aircraft Literature and from Aircraft Owner/Operators. Certain information may be a Seller or JTA’s opinion.
No Photos with Text available