BeechTalk - BT - 500 mile people hauler 421C vs 425 vs 441

Username Protected · **Posted:** 16 Mar 2021, 05:53

I flew the Merlin from Paraguay to Florida for Sun n Fun with 8 total adults. Plenty spacious.

Username Protected · **Posted:** 16 Mar 2021, 12:13

Quote:

I flew the Merlin from Paraguay to Florida for Sun n Fun with 8 total adults. Plenty spacious.

Plenty spacious, great pressurization.
8 adults
How many stops...(?)
http://jetav.com/fairchild-aerospace-me ... nce-specs/

Username Protected · **Posted:** 16 Mar 2021, 12:20

Username Protected · **Posted:** 16 Mar 2021, 12:29

Wow... That was quick.
I was right seat on a IIIB Miami to Cali Columbia non stop, only one passenger. If I recall we cruised FL270 260Kts at 400pph. ( 2 trips 1981/1982 )

Username Protected · **Posted:** 16 Mar 2021, 13:05

Username Protected wrote:

Wow... That was quick.
I was right seat on a IIIB Miami to Cali Columbia non stop, only one passenger. If I recall we cruised FL270 260Kts at 400pph. ( 2 trips 1981/1982 )

I made a stop at Cali one time coming from Pensacola. What I remember was a long drive to the hotel.

Username Protected · **Posted:** 17 Mar 2021, 22:52

Username Protected wrote:

I owned a 58TC and a 414A, both with TSIO-520's. I was always fighting high cylinder temps and vibration. Consequently, I could count on repairing and replacing accessories on a regular basis.

Now, contrast that with the IO-550's on my straight 58 I owned for nine years. Those engines never gave me trouble. I ran them over TBO with nary a problem and they were turbine smooth.

In the 414A, I had a case crack similar to the one in the photo, and decided I had enough. I've owned the 425 now going on six years and I never touch the engines.

Honestly, I really believe TSIO and GTSIO engines are just unsafe. They're time bombs. And don't talk to me about proper maintenance - I was a mechanic in a former life.

Don't lump TSIO-520's and GTSIO-520's into the same bucket.

GTSIO's don't have cylinder temp problems.

The 414 and 421 are only similar in cabin size (and wing area on a few).

The pic below shows 135kt IAS climb temps on a 421 with winglets (same wingspan as the 414).

Username Protected · **Posted:** 17 Mar 2021, 23:04

In cruise on the same flight...notice the CHT's.

Username Protected · **Posted:** 17 Mar 2021, 23:40

On a 421C cylinder head temps are alway low , even on a warm day.
A 421C does not have cowel flaps.

Username Protected · **Posted:** 17 Mar 2021, 23:54

Username Protected wrote:

I owned a 58TC and a 414A, both with TSIO-520's. I was always fighting high cylinder temps and vibration. Consequently, I could count on repairing and replacing accessories on a regular basis.

Now, contrast that with the IO-550's on my straight 58 I owned for nine years. Those engines never gave me trouble. I ran them over TBO with nary a problem and they were turbine smooth.

In the 414A, I had a case crack similar to the one in the photo, and decided I had enough. I've owned the 425 now going on six years and I never touch the engines.

Honestly, I really believe TSIO and GTSIO engines are just unsafe. They're time bombs. And don't talk to me about proper maintenance - I was a mechanic in a former life.

Don't lump TSIO-520's and GTSIO-520's into the same bucket.

GTSIO's don't have cylinder temp problems.

The 414 and 421 are only similar in cabin size (and wing area on a few).

The pic below shows 135kt IAS climb temps on a 421 with winglets (same wingspan as the 414).

Username Protected · **Posted:** 18 Mar 2021, 23:10

Username Protected wrote:

Looks like 143kt. Same difference...

Good catch. I never look at the AIRSPD on the EI because it's so unreliable.

I don't have a pic of the full panel during climb on that particular flight but it looks like we were climbing in VS mode or had IAS set at 145 for some reason.

Here's a climb a couple months later with IAS set at 136. CHT's are slightly higher on most cylinders, but not all. Notice the EI IAS is at zero this time. :roll:

Username Protected · **Posted:** 19 Mar 2021, 11:08

Quote:

Don't lump TSIO-520's and GTSIO-520's into the same bucket.

GTSIO's don't have cylinder temp problems.

The 414 and 421 are only similar in cabin size (and wing area on a few).

That viscous damper in your GTSIO is a time bomb just waiting to go off.

Username Protected · **Posted:** 19 Mar 2021, 11:19

“That viscous damper in your GTSIO is a time bomb just waiting to go off.”

Nonsense!! If they are maintained properly and replaced on schedule they are safe.

Username Protected · **Posted:** 19 Mar 2021, 16:46

Username Protected wrote:

Quote:

Don't lump TSIO-520's and GTSIO-520's into the same bucket.

GTSIO's don't have cylinder temp problems.

The 414 and 421 are only similar in cabin size (and wing area on a few).

That viscous damper in your GTSIO is a time bomb just waiting to go off.

Ridiculous and it’s this type of misinformation that scares people away for silly reasons. BTW love your Conquest! :peace:

Username Protected · **Posted:** 19 Mar 2021, 20:13

Username Protected wrote:

“That viscous damper in your GTSIO is a time bomb just waiting to go off.”

Nonsense!! If they are maintained properly and replaced on schedule they are safe.

Lawyers have convinced juries of such (to CMI's significant financial detriment). In the real world, I'm not so convinced - at least based on the cases I've seen.

Username Protected · **Posted:** 19 Mar 2021, 23:55

Username Protected wrote:

“That viscous damper in your GTSIO is a time bomb just waiting to go off.”

Nonsense!! If they are maintained properly and replaced on schedule they are safe.

Lawyers have convinced juries of such (to CMI's significant financial detriment). In the real world, I'm not so convinced - at least based on the cases I've seen.