*I am listing this for a friend / fellow BT'r, see contact below*

1973 Cessna 421B Golden Eagle
N421CK
Serial # 421B0470
Price: $250,000 USD

Contact:
Jackson Karow
352.284.9574
robert.karow@gmail.com

Airframe: 5232 TT
Engine: left 1273 SMOH by RAM aircraft, right 1273 SMOH by RAM – Continental GTSIO-520H
Propeller: left and right 568 SPOH –McCauley 3AF37C516

Max Gross Takeoff Weight: 7,579 pounds
Basic Empty Weight: 5190 pounds
Useful Load: 2389 pounds
Usable Fuel Capacity: 248 gallons
Empty CG: 149.5 inches

General:
• Aircraft hangared at Songbird field Houston, Texas
• Always US-based
• Nose gear collapse in late 1999, repaired exceptionally well, all work on record with 337
• Complete logbook PDF’s and high-resolution photo gallery available by clicking here:
• Annual inspection due 5/2023
• IFR certification due 4/2023
• ELT battery due 5/2029
• All FAA AD’s in compliance
• 2022 compressions were:

left engine 1:76/80 2:70/80 3:70/80 4:67/80 5:70/80 6:72/80. Std 42.
Right engine 76/80 2:72/80 3:65/80 4:69/80 5:80/80 6:68/80. Std 42.


Avionics:
• Garmin GTN 650
• Garmin GTX 345
• Garmin aera 660
• Sperry SPZ 200 STARZ autopilot with electric trim
• Collins com
• Collins VIR 30 nav
• GEM Insight engine monitors
• Color radar
• PS8000BT audio panel
• LEMO and GA plugs for all seats
• Panel-mounted USB plugs
• Shadin Fuel flow

Additional Equipment:
• Electric AC
• LED taxi light
• LED position lights
• Double nacelle tanks for a total of 248gal
• Cabin door steward
• Robertson STOL kit
• Full deice
• AC glass windshield
• Rosen sun visors
• Tanis engine pre-heat system

Miscellaneous Maintenance:
• landing gear struts rebuilt
• refer to latest log entries

Exterior:
• Pant in good shape
• White with Gray and Maroon stripe

Interior:
• Gray leather interior with Red carpet and Gray sidewalls

All info subject to buyer verification.

FYI - you're missing the link to photos.

Beautiful plane! Good luck, hopefully I’ll be in the market for one of these in 5 years.

Thanks Nic, it has been a great family plane. I will post copies of the logs when I get a chance, we are on family vacation. In summary, it has been babied for the past few years. When I bought the plane, it had not been flown regularly for a couple of years and had a very dated panel. My brother (an inspector with Textron aviation) and I spent the first year going through it with a fine tooth comb. Everything from gear re-rigging, engine tuning, and avionics installs to relief tube hoses as been inspected/replaced. The avionics had a big refit as well. I wanted the plane perfect since I was flying my family in it. We spent hundreds of hours on it. During that time, I also had a new audio panel, new transponder, gtn 650 and more done to the panel. I also wanted my passengers to have Lemo plug Bose headsets for each seat as well, so they were also installed. The interior dividers are currently out, but in storage.

I also have a fresh assembled motor and a second one in parts (yellow tagged) waiting for assembly in climate controlled storage. We are currently debating on keeping this plane for the long haul or finding something that fits on our small strip better. The Robertson STOL kit makes this plane more comfortable out of my 3,400ft strip than a Baron. I probably shouldn’t say that on a beechtalk forum, but it’s true.

The performance is basically like any 421 at cruise, anywhere from 190-220ktas depending on altitude @ 41-43gph ROP. The big difference is on takeoff. With 10deg flaps, you break ground at 80kts shortening the accelerated stop distances by more than 1000’.

Hello. Beautiful plane. Would you happen to have any panel/cockpit photos you may be able to share? Sorry if I missed them somewhere. Thank you!

I'm sure Jackson will add some, here are a couple I took.

Eric, that is a really nice 421. A friend had one and let me fly it. They are really easy to land too. Somebody is going to get a nice one..
Bq

I looked through my photos and I don't have any currently that are any better than what Eric posted. If anyone is curious about seeing something in particular, I can go snap a picture of it.

In my previous post I mentioned that I have spare engines. I want to be clear that they are not included in the sale, but are for sale if the buyer is interested. I have two engines, one ready to hang and full overhauled exhaust systems for both (including turbos).

** The rubber duckies are not included in the sale.

Yes it is. The Robertson STOL kit makes a big difference as well.

Great looking 421! Is this plane “anti-ice” or FIKI?

FIKI did not start until 1975. It is impossible for this plane to be converted to known ice:

Robertson Stol is no longer in business: there are no parts if something breaks:

Gerald is right about one thing, the FIKI certification was not available on planes until 75' or 76'. The advisory circular that changed all of that is here: https://www.faa.gov/documentLibrary/med ... C135-9.pdf Basically there was no FIKI certification that was FAA enforced until this, so as a result, the earlier planes can be identical to the FIKI versions in every way, but not be permitted by the FAA to fly into known ice. This plane, and most 400 series Cessnas, shares all part numbers with the FIKI equivalent from the boots, to the hot props, heated stall vane, heated vents, heated pitots and full glass AC heated windshield. If you are considering operating in areas where there is a lot of ice, you should read the articles online about what constitutes "known ice" and see how big a deal you think it makes for you. My conclusion was that it was fundamentally irrelevant for how I fly (icing probabilities in Foreflight and a current ice PIREP are not the same thing). I have been in moderate clear ice in this plane and it worked great as I worked expeditiously to get us back out of it.

When it comes to the r-stol features, you definitely want them if you can find a plane that has them. The price tags for the r-stol tend to be higher for a reason. I do operate out of short strips with the plane, so for me it was the driving factor for buying this plane, but having flown many 300-400 series cessnas without them, I wouldn't consider one without fowlers at this point. It is a far safer airplane because of that mod. I have included some of the performance charts out of the roberston manual to the album, but basically takeoff distance and accelerated-stop are reduced by a minimum of 1,000', stall speed is reduced by 6 knots at full flaps and most importantly - best single engine with 10 deg flaps is 89KCAS. This is nearly 20 knots slower than the stock. In my checklist, I leave 10 deg of flaps until 1,000 AGL for that reason, Vmc is also 8 knots slower(really more than that with the VG's). That in turn changes when you rotate and commit to flying the plane. The slow speed handing is also very responsive in comparison. Basically, there was a good reason people were spending a fortune having these planes modified like this!

In terms of finding the parts, the STC is currently held by the guys out in Uvalde that own lancair. I spoke to them before buying one of these because I had heard people say things like "Robertson Stol is no longer in business: there are no parts if something breaks:". They do exist, but I seriously doubt you would ever need to contact them for anything, since the system is extremely simple. I discovered quickly that the people saying that likely had little to no experience with maintaining these airplanes and the reason they aren't "supported" is because there is nothing to support. It uses the original cessna flap motor, some bellcranks with easily attainable bearings, push rods, rod-ends bolts and washers. The most complicated part is the aileron mixer that is used to droop the ailerons 5 deg when the flaps are down. I had a hydraulic leak out of the slave cylinder and had to rebuild that system. The good news is, they are repurposed brake cylinders and all of the parts needed cost me a few dollars. I personally enjoyed not having to call up Textron to find an approved overhaul facility for something that needed a couple of o-rings. I have been through the entire system multiple times for service and can comfortably say that there is nothing complicated or difficult to replace about the r-stol system and since I just overhauled the "complicated" master and slave cylinders, you are probably not going to have to replace the $3 in o-rings for another 30 years.

Thank you! That is very helpful.

Jackson, glad to hear you defend the stol on the 421 so graciously. I had it on my 421 that I owned for 20 some years and the only thing I ever had break was a bicycle chain in the system. It’s pretty robust.