Need help C421
#1
Need help C421
Hi I need C421 profile and power setting please
This is what is what I could find:
Take-Off 2235/39 MAP
Climb 1900/35 MAP
Cruise 1800/32 MAP
Descent 1800/30 MAP
End of Down wind 1800/30 MAP
Base 1800/25 MAP
Final 1800/25 MAP
Final (Short) 1800/22 MAP
And please need some tips about the A/C
This is what is what I could find:
Take-Off 2235/39 MAP
Climb 1900/35 MAP
Cruise 1800/32 MAP
Descent 1800/30 MAP
End of Down wind 1800/30 MAP
Base 1800/25 MAP
Final 1800/25 MAP
Final (Short) 1800/22 MAP
And please need some tips about the A/C
#2
Hi I need C421 profile and power setting please
This is what is what I could find:
Take-Off 2235/39 MAP
Climb 1900/35 MAP
Cruise 1800/32 MAP
Descent 1800/30 MAP
End of Down wind 1800/30 MAP
Base 1800/25 MAP
Final 1800/25 MAP
Final (Short) 1800/22 MAP
And please need some tips about the A/C
This is what is what I could find:
Take-Off 2235/39 MAP
Climb 1900/35 MAP
Cruise 1800/32 MAP
Descent 1800/30 MAP
End of Down wind 1800/30 MAP
Base 1800/25 MAP
Final 1800/25 MAP
Final (Short) 1800/22 MAP
And please need some tips about the A/C
#3
Gets Weekends Off
Joined APC: Feb 2009
Posts: 276
Take previous posters advice. Here's a few numbers that I use. Take-off, max power (watch the boost on the turbos in really cold weather, is possible to overboost), climb 32" 1900 RPM, cruise 30" 1700-1800 RPM, descent-PLAN AHEAD! HAVE to keep those engines warm, watch the temps or you will be slinging jugs. Plan a fuel burn of 40-42 gals/hr. Can get it down to 38 if you are REALLY careful. Loading is important. If you start off with max passengers, as you burn fuel off the plane gets really tail heavy and will take an autopilot off line. Not uncommon to have to push elevator FORWARD to get a decent flare for landing fully loaded. CG moves aft as you burn fuel off, both B and C models. DO NOT chop power on short final because those geared engines make those props like fans with a lot of drag. Carry power to the ground. These are just some of the nuances of the 421. There are more. Wonderful plane to fly though. Plan to fly in the high teens to low 20's. The book may say ceiling of 30k. Forget it. Not worth the time to climb or the fuel burn.
#4
Those numbers are great and all, but you really need to consider the proper cooling of those engines. A standard rule of 2&2 or 1-in-1 works. Reduce the power 2"(1") every 2(1) minutes appx 10 minutes prior to landing. There some document out there towards the recommended operation of the GTSIO engines, but I can't find it. It basically states the above, and to never do aggressive power changes from high to low. Also avoid operating below 18" MAP in a decent as it unloads the gearbox and there were harmonics issues there as well.
As far as overboasting, doing a proper warm-up, letting both CHT and Oil temp get well into the green should do the trick, and also adding power in a smooth 5-7 second push makes it easier on them also.
As far as overboasting, doing a proper warm-up, letting both CHT and Oil temp get well into the green should do the trick, and also adding power in a smooth 5-7 second push makes it easier on them also.
#5
Gets Weekends Off
Joined APC: Feb 2009
Posts: 276
and to never do aggressive power changes from high to low. Also avoid operating below 18" MAP in a decent as it unloads the gearbox and there were harmonics issues there as well.
As far as overboasting, doing a proper warm-up, letting both CHT and Oil temp get well into the green should do the trick, and also adding power in a smooth 5-7 second push makes it easier on them also.[/quote]
I was just giving some VERY basic stuff. Some of what you are talking about above is called "bootstrapping". And yes the harmonics of the unloaded gearbox at lower power can just do "wonders" to the engines. Like we said before, read the POH and go to school if possible. I have been flying in 421's on and off for about thirty some years. My boss has over 20k hours in 421's and knows more about them than ANYBODY.
As far as overboasting, doing a proper warm-up, letting both CHT and Oil temp get well into the green should do the trick, and also adding power in a smooth 5-7 second push makes it easier on them also.[/quote]
I was just giving some VERY basic stuff. Some of what you are talking about above is called "bootstrapping". And yes the harmonics of the unloaded gearbox at lower power can just do "wonders" to the engines. Like we said before, read the POH and go to school if possible. I have been flying in 421's on and off for about thirty some years. My boss has over 20k hours in 421's and knows more about them than ANYBODY.
#7
I don't know too much about the A or B model.... but the C model is a really great flying aircraft.... It's just a pure joy to fly. You'll notice it right when you climb in and you start to taxi.
As far as not pulling the power on short final.... don't just chop the power...but...
Everyone's different.. but if you don't push the props all the way forward and you leave the nose down.. you can pull the power smoothly back all the way right about in ground effect and while your smoothly pulling the power back use the thumb trim to nose up (it seems to move at a good rate) with a touch of back yoke ... with the trailing-link gear... you'll never even feel the landing.
Some have said the B model fuel system schematic looks like a 3 year old had a seizure with a pen in his hand.
As far as not pulling the power on short final.... don't just chop the power...but...
Everyone's different.. but if you don't push the props all the way forward and you leave the nose down.. you can pull the power smoothly back all the way right about in ground effect and while your smoothly pulling the power back use the thumb trim to nose up (it seems to move at a good rate) with a touch of back yoke ... with the trailing-link gear... you'll never even feel the landing.
Some have said the B model fuel system schematic looks like a 3 year old had a seizure with a pen in his hand.
#8
Oh yeah, forgot to mention. If it's not equipped with trailing link(good chance), then the best landings are done when you set down one side or the other first, then bring the other down. Obviously crosswinds make this easy, but it's hard to make'm look pretty otherwise.
I laughed, but it's not as bas as a 310/340 with nacelle tanks!
Some have said the B model fuel system schematic looks like a 3 year old had a seizure with a pen in his hand.
#9
Some have said the B model fuel system schematic looks like a 3 year old had a seizure with a pen in his hand.[/quote]
I think that all the Cessna 300 and 400 series twins with tip tanks (mains) had the same unnecessarily complex fuel system. The problem was that the fuel system returned unused fuel from the injectors to the main (tip) tanks. If you did not burn enough from the tips before starting to burn from the aux (wing) tanks, the excess fuel would vent overboard when the tip got full. I can't remember if the optional nacelle tanks (one or two depending on the buyer) fed an engine directly or had to be transferred to another tank first.
Joe
I think that all the Cessna 300 and 400 series twins with tip tanks (mains) had the same unnecessarily complex fuel system. The problem was that the fuel system returned unused fuel from the injectors to the main (tip) tanks. If you did not burn enough from the tips before starting to burn from the aux (wing) tanks, the excess fuel would vent overboard when the tip got full. I can't remember if the optional nacelle tanks (one or two depending on the buyer) fed an engine directly or had to be transferred to another tank first.
Joe
#10
Gets Weekends Off
Joined APC: Feb 2009
Posts: 276
Nacelle tanks had to be transferred via transfer pump. No direct feed. You have to watch when the light comes on, if you don't, and you miss it, you will burn up the transfer pump. That pump depends on the fuel it is pumping for lubrication. C models started with trailing link gear started after 1980. Very nice to land. Earlier C models land like a stove. B models land like any other 300 or 400 series.
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