Robbie,

I’m a fairly new 78 421C owner with a little over 200 hrs in it. So, I don’t have the amount of experience that most of the respondents have provided. But, so far we are very happy with our 421. I’m fortunate to have a knowledgeable and experienced 400 series mechanic to keep us flying more than not. But, he’s a one-man army with lots of planes to take care of so, I do take the plane out to Wichita for its annuals. Midwest Aircraft Services in Newton (KEWK), are an experienced 421 shop that also has their own engine shop on site. They’ve been doing the annuals on my plane for years before I owned it so, they know the plane, its history and ppwk and can turn it around in about 10 days (if I haven’t given them any squawks to deal with). Before I drop it off to them, I complete my annual recurrent training with Aviation Testing at the Jabara (KAAO), airport. I also did my initial transition with them. I obtained insurance via Wendy Wenk Insurance Co. Because I was such a low-time multi engine pilot, I probably wouldn’t have been able to obtain Insurance without her assistance.

Ok, I think I’ve given everyone a plug - now back to my reasons for choosing the 421C.

I wanted a multi engine airplane that I could fill with gas and still have 1000# useful load, go 200 kts and be a decent single engine performer. Very few piston twins can meet all of those performance requirements. I cannot afford a TP, so the field was narrowed to the 1976-1979 Cessna 421C, (for us). They’re out there but, finding the right one isn’t easy. As you’re probably aware, the 1980 and newer have a trailing link gear which for some is a benefit. It wasn’t for me because it took 150lbs away from the useful load that I was looking for, (Cessna didn’t change the GW of the airplane with this gear change). It all depends on what your mission is and what you want. I can load on full fuel and still carry 1100lbs. We finally found one that checked all of our boxes and so far, it’s performing as expected. The family loves it and I seem to be the only one wearing headsets while in cruise @ 1800 rpm’s. I fly it low, high and in between. That’s what is nice about it in comparison with a TP. She’s slow in the climb in comparison though. So, expect vectors for your climb near any TCA’s, (class-B), on your way up to FL250. It’s certified to FL300 but, I’ve never taken it above 250. At that altitude, the gauge is indicating a 9800’ cabin altitude, which is nice.
I would recommend that you find one with the heated glass windshield vs the alcohol. There are a also a few AD’s to be considered - one is the exhaust, even for 91 operators. Inspection every 50 hours and replacement every 12 years. Good to know when doing your search. I’ll be replacing an exhaust on one engine this year at annual because of this. $10k just in parts from RAM, I’m told. The other was new when I bought so, I have another 10 years before that’s due. Starter drive inspection every year or 100 hrs, whichever comes first. Just to name a few. Also, check the engine beams. Huge, costly repair if the prop cables weren’t rigged right and have been sawing their way through over the years.

The geared engines don’t scare me. I try to baby them with smooth control and by being slow and deliberate with my power changes, especially reductions, (1” at a time), all in an attempt to manage the temps well. TIT no more than 1500 degrees. Using power until the flare prevents any backlash. I Change the oil every 40 hrs instead of 50. Occasional oil analysis (not every time). Mechanic cuts open and inspects filter. Just had the props and governor’s overhauled and dynamically balanced to reduce vibration as much as possible. Money in the bank, IMO.

All in all, we’re glad that we chose the 421 and thankful to have our own little airliner, (especially nowadays). Just have a prebuy done by a knowledgeable shop before committing 100%. We nearly got bit by one that we thought we wanted down in FL. Had a prebuy done on it and it was found not to even be airworthy. Big, detailed list of repairs and AD’s that hadn’t been complied with. Cost us a few thousand to find out, but saved us tens of thousands just to make it flyable. No telling what a full annual would’ve cost.
There’s always risk when we buy these 40-50 year old piston jobs. Find one that has been flown regularly. These are the ones that have been cared for. I’d say go for it!

John

Oh! Can’t believe I forgot this - engine pre-heat is a MUST for us northerners. If mine didn’t already have a system installed, that would’ve been a priority. It came with the Tanis system which works great. Reiff offers a great system for about half. (That was my intention if I found one without). I control the outlets remotely by cellphone app (Gosund). Just need Wifi access in the hangar. I added these custom insulated engine covers by Bruce. They’re awesome! An overnight warmup with these on yield 80 degree oil temps at startup! Like a nice summer day for your engines.

John, you don't need to replace the whole thing. You send it out for inspection (per the AD, to a "FAA approved exhaust repair facility"), and replace or repair just the parts required. I did mine last year, and the line item from the external shop was $6.9K for two engines. That doesn't includes removing and reinstalling locally.

That’s good to hear Abram! Do you remember the name of the inspection facility??

John

The invoice says AWI, maybe that is Aerospace Welding. There are other options as well.

Thanks Abram!

Mike Ciholas pointed out long ago that you buy an airplane and enter an ecosystem WRT parts, service, knowledge and data. As these airplanes get older, that seems to get more important. A long and happy ownership experience will probably require attention to all of that.

Beechtalk wisdom…!

I'm a 421 rookie compared to the other posters, and they've all done a fabulous job so I'll be brief and try to add something new:

- We bought a pre-TL gear model ('78) for the extra useful load and for the option of winglets. Our search concluded that no one puts winglets on them anymore (someone tell me if I'm wrong, please), but we still wanted the extra useful load. Makes for more realistic reviews on your landings, too

- We've got MT props, a rare mod. I have nothing to compare it to, but my insurance mentor pilots who flew with me (who all had 1,000+ hours in 421) said it was a big difference in smoothness and volume

- Passengers love it, both kids and adults, no headsets required.

Jeff,

Your MT props - are they 4 blades? As far as other mods go, you can still get the main gear wheel covers and I’m told that the Strake mod is also obtainable. I was unaware that the winglets were no longer an option.

John

RAM is no longer offering winglets? That's a bummer. That extra 3' of wing really seems to help up high.

Air impressions is a great 421 shop. Standard alternative to Juan for these situations.

-J

So you’re passing along an alleged insult to a shop from a third party? That’s incredibly unhelpful.

Juan maintained my 421 and King Air. No, not cheap, but good.

Ronert

This was something I didn't know about the 421's. So if you're on a 40 hour oil change schedule and 50 hour mandatory exhaust inspection, you're doing (2) shop visits every 50 hours?? Ugh.

No, you just combine them so that you do the oil change and exhaust inspection at the same time. Pretty straightforward.

But yes, the 421 ends up in the shop with things like this a lot more than the King Air. Oil changes, spark plugs, mag timing, whatever… pistons just take more ongoing routine care.

Robert