[quote="William Cortelyou"

I still have a 3rd class SI medical but everyone and their brother is recommending Basic Med. I’ll check with my insurance provider.[/quote]

William,
If you’re still able to obtain a 3rd Class medical (even if it is a SI), why would you want to limit yourself by going with Basic Med? I guess I don’t understand..

John

If he is ever denied his FAA medical, which can blindside you unexpectedly when they change standards, tests, or explode an issue you thought was minor, he is now also denied BasicMed. Thus every medical exam puts his flying at risk.

With BasicMed, this is not so.

Mike C.

Oh. I didn’t know that. So, with a basic med we’re safe from losing the privilege?? (You can probably tell how little I know about it..)

If I keep Aerostar, can someone outline Basic Med for me? What's actually involved? Self-cert or do you need to see a doctor? And if you do need to see a doctor, what's the difference between that and actually getting a class III?

You see your own doc once every four years. You do an online course, usually thru AOPA, every two years. Check with your health insurance as a lot of them provide a yearly physical for free. So if you wanted you could have the doc sign your Basic Med form every year since you're getting a physical anyways.
If you need to go to the doc then you go. The BM online course outlines what would be disqualifying. If it matters you have to stay out of class A airspace and there are some places you can't go such as Canada.

Your memory may be a bit optimistic on the 601P - been a while since I took one to FL250, but I would expect 300-350 fpm or so just before leveling at FL250. That would be my estimate for 28”/2500 RPM climb with intercoolers

The 700 will do a bit better, but usually goes off heavier and there is usually not 500 fpm left at the end of that climb. I will often use 35” of the 42” redline power.

The 350 hp U2A engine is approved for full power (42”) to FL200. Some are right about 35” at FL250, but most short of that in practice. You just have to keep the exhaust and wastegates in good shape to have good MP available.

Mike C. is correct with his post, but there are some caveats. If you fly under Basic Med, you are somewhat shielded from losing your privilege to fly. The exceptions are myocardial infarction (heart attack), cardiovascular disease requiring an angioplasty or bypass, neurological disease (stroke), or mental incapacitation. If any of these medical issues arise, even while on Basic Med, a class 3 SI is required. Once the SI is issued, you are legal to fly. Of course, you may immediately return to Basic Med or keep both medical certificates, and declare which you are flying under at any given time.

-Kurt

Got it! Thanks Kurt

Mike C. is correct with his post, but there are some caveats. If you fly under Basic Med, you are somewhat shielded from losing your privilege to fly. The exceptions are myocardial infarction (heart attack), cardiovascular disease requiring an angioplasty or bypass, neurological disease (stroke), or mental incapacitation. If any of these medical issues arise, even while on Basic Med, a class 3 SI is required. Once the SI is issued, you are legal to fly. Of course, you may immediately return to Basic Med or keep both medical certificates, and declare which you are flying under at any given time.

-Kurt

Garth,
Owned and flew a C421c for 4 years. I foond the sweet spot to be FL200-220. If inwas just by myself, had a long leg I'd ease it up to FL230-240. As always, performace was somewhat dependent on temp and weight. I did many trips from KFTW to KCAK (Fort Worth to Canton Akron). We generally stopped for lunch at Cape Girardeau (KCGI) due to cheaper gas. From FL180-220 you are going to gain a few kts TAS. I personally climbed at 140 KIAS giving me 600 fpm all the way up and better forward GS. Mine was equipped with speed hub caps and strakes which definitely helped.

All in all it was a great plane. The biggest limiting factor is getting a rebuilt engine. RAM lead time is close to a year on overhaul. RAM rebuilt engines are a premium factor as they are certified to climb continuously at 35" of MP vs 32" MP from TCM.

I miss the plane. Nice and quiet, great cabin space and good useful load, and good support. Heated windshield, not a hot plate, was very nice. Mine was 2350 lbs useful load.

Chris C.