Hello friends!
As you may know, for the past 3 1/2 years, my two partners and I have shared a 421C. The trips taken and family memories created were outstanding and what I dreamed of when moving up from a single. We've been to the Bahamas to Glacier and so many interesting places and national parks in between. Flying patterns and partnership needs have changed and instead of looking for a new 3rd partner, we have decided just to sell the 421 while it still has a state of the art panel and decent engine times on it. Neal Schwartz will be helping us bring it to market in the next few weeks.

Of course I remain in a partnership with my trusty old pal our '73 A36, which is reliable and comfortable, but my wife and four kids (17, 14, 11, 8) have grown accustomed to flying above weather and taking more stuff than could be crammed into a minivan. If it were just me and my wife, I think we'd be in the Meridian or Jetprop market. But useful load and cargo necessities being what they are, this won't work at this juncture.

Now, I've spent more time reading Beechtalk over the past 10 years than medical journals and so I've read almost every moving up thread. My other partner and I have been considering turboprops as a 2 man partnership. He flies routinely 850nm to Fl. We take several trips to Fl and several big trips across America each year with the family. Our combined budget is 1 million max (but I'd love it if it were less). I am at 1600TT an 400+ multi and my partner has more of both. I am struggling justifying the capital outlay for someting that is a total want, not need, and I could get by with the bonanza and some Southwest tickets (so please weigh in on this conundrum too). My wife is supportive either way, but has really loved the space and comfort of the 421. Here are the planes we are discussing- please share your ideas:

Meridian- too small, no useful load
M600- better useful load, but still small and beyond budget
TBM- fast, simple, but not much cargo space and out of budget

Cheyenne 1A/ II/ IIXL- Nice size, actually does fit in our hangar (only one here) I have lots of navajo time so should be easier transition, speed is not impressive for fuel burn, parts getting hard to find and not getting better

Conquest 1- Essentially similar to the 421 but with turbines. Would be easy transition, insurance would be easier I am assuming. Just barely doesn't fit in our hangar (wing is a bit longer than 421) so we'd be in corporate hangar. Can get a nicely equipped model in our budget. My big cons are this- not super fast compared to other planes and parts are becoming hard and expensive to come by

Conquest II- Great speed, great space, nice ones well over 1 million and parts are an issue from what I understand. Garrets which are a plus to me. Insurance IDK

Commander 690 with -10 or 840- Love the size and space, appraoching 300kts, factory supported I'm told. But, corporate hangar will be more expensive probably due to footprint, I'm told maintenance is high, and nice ones are also at the top or above our budget. No SFAR and the associated reputation of the MU2

MU2- I'll tell you straight out, this is the leading candidate. Pros- Acquisition costs for really nice long body should be in budget. Speed, space, efficiency, factory support/ parts availability. are all good. We have a local MU2 pilot and instructor on our field who is a friend and could help with requisite dual hours (any idea how many hours are typical?). Cons- well to be frank- I have many seasoned pilot friends who are begging me to not consider it as they feel it is unsafe (yes they have flown them). Engine out handling seems like it could be difficult (just from what I hear not what I know), and not sure I could stay proficient with the number of hours I fly per year (probably fly the 421 50-75 hours any given year) but my total yearly hours are 150+.

I will say both my partner and I are serious, disciplined pilots who taking training and safety seriously. We have both had engine outs over the years and handled emergencies without incident. I am confident I could learn to manage any of these planes with proper training and proficiency. The 421 has taken careful and constant monitoring to fly safely as anyone who has flown these big complex reciprocating engines will attest to. Are we missing anything?
Thank you in advance and thank you for reading.

I was in Tulsa last month and saw the MU-2 factory maintenance center. It was impressive and filled with well kept MU-2s. However, I live in Fort Worth and the thought of having to fly for maintenance is a real negative. Same goes for Commanders (Oklahoma City). Finding qualified pilots for either airframe isn’t easy compared to King Airs.

Shops at my airport work on Pratts, Brand B and Brand C. I don’t see many Cheyennes anymore. I do remember being disappointed with the Cheyenne II cabin when my father traded his 421 for one. It is tighter, just enough to be noticeable.

Good luck with the search.

Here’s a wacky idea that’s in the category of not putting all your eggs in one basket.

For a trip, have your newly minted pilot son, with your wife as passenger, fly the A-36 to the destination while you and your other 3 kids fly in a Silver Eagle or other affordable Turboprop to the same destination.

Of course, this would only be after your son builds enough experience that he and you feel comfortable with him flying independently of you on long cross countries.

1.This allows your son to build time
2. two planes will have sufficient combined load carrying ability for all the luggage you take.
3. Your wife can slide the A-36 copilot seat all the way back or perhaps sit in the rear seats for plenty of move around space.

Get one of Tarver's Citations.

Bruce! That is a nice outside the box suggestion! I spoke with our insurance agent and he basically said, until my son gets his instrument rating, insurance would be prohibitive. But also did like him to get 100hrs plus , however, after that it’s not a crazy idea. Also my wife has her ppl so she makes a great second in command or pinch hitter. But she can help a younger pilot with nav and coms and situational awareness. Of course this doesn’t help my partner…

Yes. Your mission screams 501.

Sorry don’t know if you’re serious or not. Don’t know much about jets except that they are costly to run.

Guessing the 17 year old will have other interests soon, if that changes the equation. I have 7 kids, rare to get 4 of them in the plane at a time. Of course when they start putting out the grandkids, going to need a bigger budget.

Me thinks a Citation disposajet or -10 Mits. I guess it depends on your normal flight profile, hangar space, and where you buy gas. I feel like most of the 441's are clapped out unless you want to shell out some serious cash. The SETP's are great but you can't haul as much, not as much room, and they are big bucks for what you get. They are expensive to insure because of the increased hull value and the tax man wants his part of it as well. The Mits will be the rugged/efficiency king but it will come with some quirky flight characteristics and people will think you are a wierdo or in a cult. The Citation will be easy to fly, will guzzle gas, and people will think you are some kind of billionaire...which I think is a bad thing. Passenger experience will obviously be better in a disposajet.

Who cares what people think..ohh wait..who cares what I think..I will shut up now.

Lots of considerations on the usage profile, length of ownership, yearly budget, etc, but have you considered a -21 C90? Super easy to fly, not the fastest at 230 true-ish, so long as you run it as Tom C recommends, parts and experience ecosystem is strong, and your family would love the cabin.

Given the budget, I’d also consider an E90 if the southbound winds concern you for range, and a -135A converted bird for extra knots.

If a 425 won’t fit in your hangar, I’m guessing a C90 won’t either.

Saying what you know - the 5/6 year cal items are rough for your light usage, but you and your partner could use the alternate inspection program if <200 hr/yr.

I’ve been watching this one, and it leaves some dough to fancy up the panel if you wish…

https://www.controller.com/listing/for-sale/220448895/1980-beechcraft-king-air-c90-turboprop-aircraft

Move to Loudoun County, VA. Park your KingAir or Mitts at Kuhn Aviation at KJYO. I know; it's unrealistic, especially with an aircraft partner.
 
However... there is more than enough money here in injectables to have 4 PAs and NPs or Nurses with training and delegation working for you and SWMBO. My wife retired from the Derm and Plastics business as a PA and injectables paid for our too many Disney trips a year.

Another option, if you have the time, is to fly the KingAir 200 owned by a local car dealer and BT brother. Eventually you are going to need one of those!! He occasionally looks for right-seaters and it never hurts to have a friend.

Dry lease Rick's Baron and let the young aviator build time with Mom and keep what you have a little longer.

In all seriousness, good luck, Doc! You know more about aviation than most of us and I look forward to hearing your stories or stalking your tail number to watch you land if you ever head to NOVA.

Come to think of it, you could have a lot of fun with Tarver's Widgeon and a MES rating! There should be plenty of room in the boat/plane/antique/masterpiece.

Kodiak 900
Huge useful load, Single Turbine, no timed maintenance, cheaper insurance (fixed gear), 10 seats.
Down side not pressurized

as a happy member of the cult, I would reinforce your first choice. True, MU2s were dangerous, but since the recurrent training requirements in 2009, they are now among the safest turboprops. You will be taught how to fly it on one engine, and if you fly it like you are supposed to, it will be safe. Fly it on one engine like a 421, you will have problems. What works in an airplane with spoilers is different than what works in an airplane with ailerons. Once you understand that, you will be very happy with an MU2. The other issue is flaps, the MU2 has very large and very effective double slotted fowler flaps, and what speed you fly depends on how much flap you are using. You will learn this too, and if you fly at the correct airspeeds for the flap configuration, the plane will fly quite well, thank you very much. Listen to people who fly them, not to people who don't, or haven't since recurrent training became mandated. You will likely have to do it in any other twin turbine for insurance anyway. Your ownership costs will be comparable to your 421, with much less hassle. Due to the tip tanks, hangar could be an issue. An MU2 is faster and more economical than any of the twin turbines others have mentioned and rides better in turbulence due to the high wing loading. I had no turbine time four years ago when I bought my MU2 and never regretted the choice. I considered pressurized piston twins and decided to skip that step. I got a much more reliable and mission capable plane with that decision. There is still strong factory support, and Mistubishi owns the service center in Tulsa, not bad for an airplane last made in 1986. They will put on the first PROP since COVID next fall in Dallas Texas. PM me if you want to discuss further, I can talk better than I can type!

Jeff Axel
N228WP

The answer is obvious here; you buy a 501. It was specifically designed for the 414/421 guy. More importantly, I think you’re going to find the overall costs Comparable to what you’re flying now. Mike