Word has gotten out so I figured I'd make it official. I sold the PBaron.

On Sunday a BTr came out with Don Lawrenz to inspect the 58P. Monday morning we did the flight test. By the afternoon she was gone. No advertising, no deposit; just a gentlemen's agreement and a smooth transaction. I'll let the new buyer announce himself after he gets home.

Don is a true professional. He inspected the aircraft when I purchased it, yet he came out and looked at everything with a microscope.

The flight test was fun. Don and I were up front while the buyer rode in back. We took off and leveled at 2,500' for airspace. I pulled both engines lean of peak simultaneously and we cruised along as I brought the MP on both engines to 35"s. With FF at 13.5 per side (WAY lean of peak) I showed her off one mag at a time. She never missed a beat.

We climbed out lean of peak initially and then went ROP. We were getting 169KTAS (per G600) and 800 FPM in the heat as we worked our way to 13,000' and max diff in the cabin. As the auto pilot leveled us off, we set up for an approach. We dialed in the VNAV and the approach. We needed 4,000 fpm down to make the IAF. No problem. Wheels down, approach flaps, windscreen full of dirt, and a cabin descending at a gentle 400 FPM. The GPSS flew the course reversal, brought us in, coupled the GS, and brought us down until we heard the computer warn of us "Minimums, Minimums".

On the way home we showed off the terrain warning on the G600 by transitioning through a familiar saddle in a nearby mountain.

What an airplane! Congrats to the yet to be named new owner...


The 421

The decision was prompted by my growing need to haul staff, and more of them. The Cessna (ugh) fits the bill. I was fortunate to get an airplane from a friend who is (almost) as anal as me. I personally know the history of the plane for the past 25 years so it could not be passed on.

My initial impressions of the 421 are positive. I had to get a new hangar. She's big (I'm 6'2" on the right in the pic). My IA, John Fisher, is on the left in the pic. He should take a lot of the credit for the PBaron becoming what it is. Lots of late nights and dedication were involved....thanks John. My (former) Baron is on the left in the pic.

I had a great training experience at Simcom and the insurance company only required 5 hours dual. The aircraft is squawk free.

I'm looking forward to more time in the Vtail for the Southwest BT get togethers. Nothing flies like a Beech.

Don't worry Jesse, we understand.

Seriously though, great looking plane!

Wow Jesse, that is a beautiful 421, I'm sure you will enjoy it as well! Your story about the demo flight in the 58P will have a lot of BT'ers lusting even more about that incredible aircraft!

Congratulations Jesse! I'm looking forward to hearing more about the 421...especially in person soon (don't forget you promised me beers next time I'm out in Scottsdale).

-Neal

Uh Dude,

Have you lost your mind!!!! Just kidding I flew for two years in a 421C doing fixed wing air ambulance stuff and it never not once left us stranded.. Congrats...

Jay

You will love the 421. If I flew more I would have one. It would make my wife happy and is super comfortable. My 3-4 trips to FL does not jusity it, though. Good choice!

swwwweeeettt! But more pics or it didn't happen

Neal,

Make sure you give me a little heads up. I'm looking forward to it!

Todd,

I must be one of the luckiest guys around. My business is built on the back of GA and it just happens to be my passion. This country is a special place.

Gear swing using hydraulic mule. Gear is electrically controlled and hydraulically operated. Gear failure procedure is simple. Gear switch down, pull hydraulic breaker, pull nitrogen blow down T handle below 130 KIAS. The nitrogen tank hits the system through a second set of lines to force hydraulic fluid into the rams and extend whatever didn't go down using the engine driven pumps.

Please start a thread on the transition to the 421. There are many of us that would like to follow it. Congratulations to you. You are living the dream.

Tom,

Wilco. I must say, though, the plane is a pu$$ycat. Simcom does a great job (with the right instructor) of teaching the systems and emergency procedures. The 400 sim was laid out exactly like my plane so the first flights were cake. The plane is very easy to fly. My first business trip is tomorrow. Looking forward to my commute.

If hydraulic leak then it sounds like gear will not go down. Is that true? Just curious. Looks like a nice airplane. Any panel shots?

The preflight requires an inspection of the hydraulic resevoir in the nose as well as a look at the nitrogen tank. The system free flows hydraulic fluid all the time. If you begin to lose hydraulic flow on either side you will get a light on the annuciator panel. The nitrogen heads directly to the rams on the gear so I can't envision a scenario where a leak would leave you stranded unless it was a catastrophic failure at the gear.

I would be more concerned about the rarely used nitrogen lines holding up to a 2,000 psi blast. My simcom instructor told me they did this at the annual on the aircraft he maintained. The jacks - they were a swingin'.

In general the systems are very robust, simple, well-designed, and have a good track record.

September 28th to the 30th. I'd like to also meet up with Brandon Johnson as I just sold a Debonair to him.

Perhaps a BT lunch or happy hour. Sorry for the thread drift...back to the ogling...

-Neal