Brad - here's my 2 cents:

1. Engine - It's not that difficult. Don't let the props drive the engines - i.e., don't chop the power - ever. The important thing here is to not allow the gearbox drive the engines - or you'll start making metal sooner rather than later. On shock cooling, I know the APS guys don't agree with shock cooling and say it is an OWT - and while I would agree with a typical Bo or Baron engine, if you are paying the bills on a GTSIO engine, I would think twice. My technique is to reduce the power gradually and let the temperatures follow along - I normally use 2" the first two minutes, and 1" every minute afterwords. It helps if you fly the numbers and adhere to flight profiles. Don't slam the power levers to the stops - increase power gradually. Other than that, it's just a normal high powered engine.

2. Cases - Regarding the cracked cases, I don't necessarily think it is related to operator issues. It is has a bit more to do with the fact that the GTSIO engines work a little harder than the TSIO engines (METO RPM of 3400/3350 for the GTSIO520 vs 2700 for the TSIO520). As a result of this extra juice, the cases are developing issues after being overhauled and turned over several times. The cases are justing giving in after being refurbished one too many times. When looking to buy, look at the OH records of the engines carefully - if the cases were new at OH, then you are probably safe. If the cases have been recycled 2-3 times - be on the look out. Now, this is easier said than done as there is no traceability for the cases, so looking at who did the OH and what their practices are is a biggie. Get some help. If the engines were replaced with factory new - you are in really good shape.

3. Trailing Link - It's all for show - and it will cost you in UL. I wouldn't drive my decision on whether it has a TL or not - look at the ownership and MX history of the airplane and let that be the driver. If you find one with the TL that works, you'll be able to show off on every landing. If it's a straight leg, you'll have a bit more UL. Another thing about the TL - you can add the RAM winglets to the straight leg 421 but not to the TL one. I am not fully versed on the technicalities of this, but it has to do with the wing loading.

Hope this helps.

Thanks for the nice words Jerry - my friends tell me I over-married! Too much meat for the dog as they say....

I bought a CJ (525) and I'm in the middle of upgrading it (kind of what I did with the 340). Our mission on 90% of the trips is 3-4 on board, 600 nm same day round-trips (leave at 6 am - come back at 6 pm) several times per week in all kinds of weather. I also needed good high altitude performance to go along with it (MEAs ranging between FL130 to FL170). While the 340 was great, my butt was becoming flat with all that flying.

Here's a picture after the G1000 upgrade - currently it is in paint and interior. Also, I decided to be an early adopter (with all the risks that being one encompasses), and decided to get the TAG winglets. Cessna should be installing them sometime next year after they are FAA approved.

How about a pic of the D-1?

First-- Take your family to sit and fly in ALL 3 and many of your questions will be answered.
IMO- The 340 will be to small for your family and will be a side step rather than an upgrade.
6 months of ownership from my upgrade from P to 1977 421C and love the plane. Quiet, Safe, Comfortable, Capable and family is happy.. A real family flying plane.
I believe the C model is the best bang for buck 1976-1979.. Trailing link is no benefit other than extra acquisition cost and possibly resale attractiveness.
I went through the exact issue with my family.

Good Luck

With 3 kids you can probably rule out the short nosed planes. I can fit more stuff in my 421c than I can in my F-150. Unless you are hauling lead it's pretty much impossible to fit something in the nose that puts you over the weight limits. It's really a great plane for kids and all their stuff.

Between a 414a and a 421 it comes down to if the reduced noise and vibration and slight useful load increase are worth the perceived cost increase. As others have said I hear the delta is small. If you haven't before I'd recommend getting a flight in a 421 to see for yourself what a difference the GTSIO engines make. They are incredibly smooth and quiet and that adds a lot to the overall comfort level, especially on longer flights.

As you can tell us 421 owners on BT are very happy.

Gary,

340AJ is probably the best 340 I have ever seen- in/out finish, avionics and mechanical. Congratulations!

Jim

Agreed on both of the above points. 520 cases (not just GTSIO) seem to be cracking a lot recently across the board, and while I'd love trailing link, it's not needed and it adds a lot of $ and weight to the post 1980 airplanes.

As Mike C has said for years, the best value in the 421 market are the "straight leg C" models.

Robert

Cliff,
We went through the exact process you're going through last winter and spring. We were Baron shopping, made the mistake of looking at 340's, and then hanger flew a 340 and 421 side by side. Cabin size outweighed whatever difference there may be in op costs which eliminated the 340. YMMV, the 340 is roomy compared to a Baron. A fear of the geared engines kept the 414 in front for a while but after hours of research I never found anything to substantiate the negative rumors. We have 4 kids under 8 and the quietness of the 421 eventually won out. The extra speed is a bonus.
The geared engines are a non-issue operationally, you really have to purposefully yank the throttles to make the prop drive the engine, and you can clearly hear it when it happens.
We have the MVP-50 engine monitors which monitor shock cooling. I played with this some initially and if you pull the MP from 32" to 25" at altitude you may see 10° shock cooling and below 10,000 it's less than 5°. I'm no engine guru but that doesn't seem harmful.
The rebuilt case cracking issue is real and I've been hearing it may not be limited to the 421. If at all possible buy something without overhauled cases.
I only have 75 hrs in it so far, but no regrets!

Plane full of kids - doesn't get any better than that! Try putting cannulas on all those passengers.... It just aint gonna happen!

That's VERY cool Jack. Those are kids living it up right there...

Too bad you and I aren't a little closer to each other as a partnership in a 421 would make a lot of sense.

Enjoy!

Jack-
Ha! My daughter has the same exact lunch tray set up!

These little guys are styl'in across the country...


Back to topic: Sounds like a B model or straight leg C model is a good place to look.
What to think of this canididate:

http://www.controller.com/listingsdetai ... 368393.htm

I agree with Robert, these engines run so cool it's amazing... You just can't fill these planes up...

I have R STOL on my C182 and really like it. Take a close look at the differences in the fuel system between the B and C models. IIRC, the C has a much simpler system.

Please note: If MOM is happy, everyone is happy!

Looks like MOM IS happy here!

Congrats....

I have the STOL on my 421 and I think they are Great! That's why I got the 421 I did.

And they are not too bad for family vacations!