Hal,

These planes that have been hangared are decent candidates but the Spar AD and corrosion are significant issues. If the corrosion has started inside the wings and spar then money cannot fix it.

Spar AD not applicable to non-A models.

Exhaust AD is not a big deal parts a-f, but part g is going to cost big bucks (12 years I believe and I forget how many hours, if my memory serves right.) You have to send the exhaust off to one of a handful of approved shops for complete overhaul, they usually end up condemning most pieces and you buy brand new stuff. ($$$$)

flying solo with half tanks on a cold day you will peg the VSI climbing out at 150. Climb out on a 90 degree day in Texas with 80 percent humidity at gross and you will have a hard time keeping the cylinder temps down while barely getting 500 fpm. You will use a ton of fuel climbing up to the high teens, which is where you really need to be cruising in these planes ...

make sure there is no corrosion on the engine beams ($$$)

[quote="Tom Bush"]Looking for input/experience with running the 414 at long range cruise settings instead of "go fast" mode. Fuel burn, power settings, altitude at what indicated airspeed and true air speed?

I did not know a 414 had a "go fast mode".

Q. What is the difference between a cabin-class twin and VD?

A. You can get rid of VD.

Ha! Love it. One of my clients flies one and I was just wondering...

I love Beech Singles...and have several hundred hours in Barons..

I maintain several Cessna twins.
I Fly them when they let me.

The exhaust AD is a visual inspection every 50 hours, Tailpipe removal & inspect every Annual. 1-2 hours labor each.
The bends in the pipe suffer erosion. IF have to replace, then about $600 each.

I am awaiting a return shipment due to the 12 year AD inspect requirement.
Got lucky, $2400 for both engines. Worser case estimate before inspections was $3000-$3500 per engine.
Dawley Aviation Does a great job!
Heli-Arc services in Denver does good but has longer leadtime.

Corrosion from exhaust can be a problemo, but many airframes are still good.
I think a lot of people speak about the ghosts in the cemetary.

zCustomer has a 340A with the TSIO-520-NB engines running at 11.5 GPH each at 175 Kts.
Another's 421B runs at 14 GPH at about 190-200 Kts.

Yea it takes a little work and $ to get it set-up.

The landing gear needs to be checked Every year.. very good references out there for the neophytes..
The downlock linkpins wear quickly. The 'fall-off' spec is critical.

Bushings wear and other stuff can induce high loads in the mechanism. About $1500 to refurbish bushings and such.

I love the Beech Singles and the Barons,, but its very nice to have pressurization and the ability to get up to walk to the back of the cabin.