Count me in as another one in the full throttle take off club.

As Robert said it keeps a a engine out simpler to handle. One pilot ops has limitations it all seems easy until it's not.

Another point that has not been stressed is checking the temps when at full power. When I purchased my 421 the temps would slowly go up until setting off he jpi when I had full power applied.

They should not do that! You might need max continuos power for a long period of time.

I would occasionally climb to cruise or at least 10 k at full power just to verify that I have full powers available continuously. If set up properly the temps stabilize and remain in a normal range.

If you are in bad ice or OEI you will want and need everything the plane was designed to give you.

It simply a matter of having the fuel,flows adjusted properly.

Does anyone know where I can get a pdf version of the POH for a 421B?

This as close as I could get:
https://www.redskyventures.org/doc/cess ... H-AFM_.pdf

Pm me your email

Steve,
Are you thinking about coming to the dark side of twin Cessnas? I love mine!!!

I have one also. Email me if you still need it

I went and looked at my first 340 today, and for all the people who said my family would probably out grow it in a few years, I have to agree. After looking at it, it is bigger then the Baron, but the nose baggage was smaller then what I was hoping for and since most people fly with the 5th seat removed, and I will need that seat in there alot, we have decided to scratch the 340 from our looking pull and just look at 414's and 421. All the advice has been great so far, I really appreciate the time everyone who has responded has put into their posts.

My 78 P210 has a useful load of 1370 pounds. It has tip tanks - so nearly 7 hours with no reserves. I work on 5 hours with reserves, which takes us 900 nm in nil wind. This gives us 620 pounds for passengers and baggage. Our family of 5 (3 boys, 8, 6, 3 yrs old) only weighs 480 pounds at this stage - so we can still take 140 pounds of bags. The 210 has been a wonderful travelling machine for our family - very frequently we all pile into it.

However I am very mindful of how quickly we are outgrowing the 210 - 3 boys grow before your eyes. Plus our 210 doesn't have any ice protection.

I always thought a 340 or baron would be our next plane - but like Cliff I am starting to think a 414 or 421 is what we need.

To compare to my 210 - how many pounds of people/baggage can a 421 carry going 900nm with 2 hours reserve?

Bottom line is - once you're into 421 feeding, you're into MU-2, Commander 690, Cessna 425 or B100 costs, kinda. So, would you rather have twice the room, twice the climb, twice the SE capability, twice the reliability and 50-100kts more speed for no extra money?

Orphaned geared twins make very little sense economically. Don't take this as geared engine hate - I used to operate one and know they're good engines, but you will spend $55K on a bottom of the barrel overhaul at 1200-1600hrs if no top end work is needed (which rarely happens). Add hoses and work to that and we're talking $80K/side. That's straight up turbine prices. Add double the cost for Avgas vs Jet A1, shitty resale value and it's just less advantageous.

In all of Australia there are 3 MU2s, 2 425s, 0 690s. And none of any type in the state I live (West Aust). So whilst you may call the Cessna piston twin orphans, at least I can find someone here who will have experience in maintaining them.

Lots of King Airs here, and even 441s, or pc12s - but they are another step up again, and not under contemplation.

Personally I think the Cessna piston twins still have a lot to offer our family.

Some very nice Merlin's in Australia.

Huh?

Sorry Adam, you're way off base here. Just check the RAM website or call Continental to get real prices on overhauled or new engines.

Robert

Looking at RAM's site, I can see almost $70K that I'd send to RAM and I can easily see my way to over 50 hours R&R, plus misc expenses, so $80K is a chip shot from there I think.

http://www.ramaircraft.com/engine-pages ... -520-n.htm

Looking at Airpower, it seems like new might be the way to go here, as the premium isn't outrageous and getting a new case has some value in the GTSIO world, IMO.

Looks to be just a little more than a casual observance from Mr. Sokoloff...

$75K to $80K a side is about right including the prop on a 421.

What isn't right is comparing them to a turbine like a 425. New math I guess.

To the OP, buy a 421C. I have tried to talk several buyers out of 340s and 414s. They buy them based on paper numbers, then they find out the truth. Especially vs. the 414, the GTSIO is transformative. The 414 is overwinged and underpowered. No bueno in real life. The 340 is a good plane (with Ram VII), but its so close in cost why not get a 421C?