BeechTalk - BT - Can I operate a Conquest1on a 421 budget?

Username Protected · **Posted:** 31 Jul 2018, 13:23

Username Protected wrote:

Looks like it needs two (2) Hot Section *Inspections* in 350 hours, or find to replacement engines. That's a couple hundy...

TPE HSI are generally not a couple hundred.

Username Protected · **Posted:** 31 Jul 2018, 13:45

Username Protected wrote:

Looks like it needs two (2) Hot Section *Inspections* in 350 hours, or find to replacement engines. That's a couple hundy...

TPE HSI are generally not a couple hundred.

Username Protected · **Posted:** 31 Jul 2018, 13:46

Username Protected wrote:

Merlin insurance is not as easy or inexpensive a[s] C400 series (the Honda Accord of the fleet).

Tj

Isn't the Honda Accord the most stolen car?

Username Protected · **Posted:** 31 Jul 2018, 14:15

Alan,

If a 421 is your goal, I suggest you contact Steve Fortner at Fortner Air Pro. Steve maintained my 421C for 12 years and he is great at pre-purchase inspections.

It was with Steve's help that I sold my 421. A prospective buyer told Steve that he was willing to pay top dollar for the best-maintained 421. Steve checked with me and put us in touch.

If I were looking to a buy a 421, I would contact Steve and the other top maintenance shops to find out what birds might be available.

Username Protected · **Posted:** 31 Jul 2018, 15:14

Also Peter Danto at Premiere Aviation in Concord, CA is super knowledgable about 421's and could assist in a pre buy.

Username Protected · **Posted:** 03 Aug 2018, 10:32

I was in your shoes last year, just about to purchase a very nice 421C. As you point out virtually every 421 has had at least one engine pulled and sent to the engine shop before TBO. I ultimately decided that I could fly a Cheyenne I or II for about the same capital cost and operating budget as a 421C. I figured that a PT6 even if past TBO would be more reliable than a GTSIO-520 with low time. I did buy a 1979 Cheyenne II and so far the maintenance issues have been all the type of stuff that would be the same on a 421, and nothing related to the engines- gauges, fuel flow transmitter, autopilot, etc. These are all the things that are highly dependent upon how well maintained the plane as been and stuff that breaks on old planes and not specific to a turbine. I think that a conquest would cost more to maintain based upon the SID and also the more rigorous maintenance schedule required by Cessna. The Piper Cheyenne maintenance schedule is pretty simple.

Username Protected · **Posted:** 04 Aug 2018, 17:13

Would you be willing to share some of your expenses? Does PIPER require phase inspections or just an annual? Which aircraft has the quietest cabin ? Thanks, Edward

Username Protected · **Posted:** 04 Aug 2018, 17:15

Alan,
You will love the 421, my family did. You don't have to spend 400k to get a good one and the trailing link post '80 isn't worth the extra money. I owned a 414 and 421B and found the GTSIO engine more reliable than the 414's TSIO engines. The maintenance isn't that bad. Fuel pumps were the biggest PIA. Get a good inspection and you'll get a good plane. Yes, a 425 and 441 are better planes, but you can buy 3 or 4 good 421s for the price of a 441. I don't know if the SID inspections are still a factor but the required mx on the Cessna turboprops are pretty stiff.

And now the plug for a better plane. Buy an MU-2! In fact, there is a bargain MU-2 for sale here on BT. It will cost less to own than a 421, never break and go 270kts. The most expensive part of owning that plane will be the annual training.

Username Protected · **Posted:** 05 Aug 2018, 09:01

Thanks for all the info. The MU2 is a very interesting bird indeed

I was thinking about stopping in Akein SC and checking them out. They seem be a winner in all categories

Heavy hauler
Low aqusition cost
Fast
Good fuel economy
Reasonable hot and o/h costs

What about insurance ? Transition training ?

Maintenance costs?

Thanks again for all the input!

AB

Username Protected · **Posted:** 05 Aug 2018, 14:42

What about insurance ? Transition training ?

Maintenance costs?

Insurance is the same as a 421. Initial training in the plane is 5k plus fuel.

The F model on BT has low time engines and great avionics. For under 300k its a no brainer and you will like it a lot more than a 421. Flying at 270kts on 65-70gph Jet A is a lot more fun than 210. BTW, a 421 is a good 210 to 215kt at 45 gph plane.
Also check these out.
The N is a long body with -10s which makes it a solid 290kt plane.
https://www.controller.com/listings/air ... ishi-mu-2n
https://www.controller.com/listings/air ... ishi-mu-2m
https://www.controller.com/listings/air ... ishi-mu-2k

Username Protected · **Posted:** 05 Aug 2018, 15:14

Username Protected wrote:

It seems the Garret powered planes have snuck into the conversation. With that in mind does the Turbo Comander make sense? It seems there’s a few good examples on the market at very reasonable prices.

Maybe Adam will chime in...

They always make sense, Alan!

MU-2's normally can be had for a little less, but then with the slightly more expensive yearly training it probably washes out over a few years. Commanders a little more forgiving and have greater range, normally. Maintenance probably a wash. Commanders have 5 year gear overhauls, which I don't think the MU-2 has, But the MU-2 has a big costly inspection at around 6-7000hrs, which the Commanders don't. Both well supported by factory and plenty of parts. It's really down to your preference for either.