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Old 03-17-2010, 09:33 PM   #21
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Originally Posted by wizepilot View Post
If you have that many hours in the 421, then you would know it's manifold pressure you are changing (reduction), not RPM. Props generally stay set somewhere from 1700-1900 RPM all the time. Only time you would increase RPM (albeit temporarily) would be if you were flying high, very cold, for a long time. You have to exercise the hubs on the props with warm oil occasionally so they will respond when necessary.

To be honest with you I haven't really exercised the props at a cold, high altitude. Always wondered what the passengers would think?

Come to think about it.. maybe rightly or wrongly I was always taught to just leave the props (RPM) alone in the 421 even on the descent until below blue line.. or maybe not even at all

I really loved flying that airplane - even for a short time. Nice and smooth engines - although... call me a rookie... but you can certainly tell if one boosts slightly ahead of the other.
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Old 03-18-2010, 08:19 AM   #22
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No 421 time, but I have about 1000 hours in a 402 (same plane, just unpressurized with non-geared engines).

The tail is very prone to stalling in the flare with a load of ice. Don't try to squeak one in if you have a load of ice back there. Just land flat and call it good.

Exercising the props at altitude with passengers...no biggie. Done it all winter. Just be smooth about it.
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Old 03-18-2010, 04:08 PM   #23
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Originally Posted by wizepilot View Post
If you have that many hours in the 421, then you would know it's manifold pressure you are changing (reduction), not RPM. Props generally stay set somewhere from 1700-1900 RPM all the time. Only time you would increase RPM (albeit temporarily) would be if you were flying high, very cold, for a long time. You have to exercise the hubs on the props with warm oil occasionally so they will respond when necessary.
Its obvious that the poster meant MP instead of RPM. The numbers were correct for the distances selected.
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Old 03-18-2010, 06:15 PM   #24
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Its obvious that the poster meant MP instead of RPM. The numbers were correct for the distances selected.
I know that. After flying for 37 years, can't I be a little facetious? Cause a little trouble?
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Old 03-18-2010, 10:35 PM   #25
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I flight plan the 421 generally at 205 kts. Upper teens to low 20's. Anything above that you're pushing it. My boss, who at 83 still actively flies the 421, among other aircraft, has 20,000 hrs in the 421. He probably knows more about the airplane than anyone else in the country. He can get that fuel burn down around 38gph, carefully. Safe to flight plan at 40gph, 50gph to be conservative.
That's a whole lotta 421 time.
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Old 03-19-2010, 06:57 AM   #26
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Yes, I meant MP instead of RPM. Jeez, excuse me for living.
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Old 03-19-2010, 07:55 AM   #27
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To be honest with you I haven't really exercised the props at a cold, high altitude.
You shouldn't have to. There's a path for warm oil to cycle into the prop hubs without changing prop pitch.

-mini
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Old 01-31-2012, 06:35 AM   #28
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Has anyone flown/used a Cessna 421 airplane. I'm interested in its reliability, operating costs, maintenance issues. How do the passengers like them? How do you like them from a pilots point of view.
The 421 is great and reliable plane in the right hands. Complaints about reliability, engines, safety can always be traced back to poor and inadequate maintenance, poor or incompetent pilot skills.
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Old 01-31-2012, 06:41 AM   #29
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ReCessna 421.... I know this is very old post, but if you are still interested in the operation of the 421, I would be happy to advise as I am currently operating one (4years) - and give good insight into operating the 421. It is an awesome bird, that can not be duplicated today for less than about $1.5 mill. With sensible maintenance and excellent pilot training this pane is the best bang for the buck in its category.
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Old 02-01-2012, 02:44 AM   #30
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Manhattan,

I thank you for your help on this "old post." I will have some questions for you in the near future.

Again, thanks.
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