Your view on a Cessna 340??
04-27-2011, 07:59 PM
#12
Banned
Joined APC: Feb 2007
Posts: 461
All are good flying planes (340, 414, 421)
If possible, I'd go for 414A. No tip tanks, more fuel better performance.
Avoid the 421A at all costs (literally)
GTSIO-540 also have a 800-1400 TBO (depending on model). And it's geared.
(don't get me started)
If possible, I'd go for 414A. No tip tanks, more fuel better performance.
Avoid the 421A at all costs (literally)
GTSIO-540 also have a 800-1400 TBO (depending on model). And it's geared.
(don't get me started)
04-27-2011, 09:01 PM
#13
Gets Weekends Off
Joined APC: Oct 2008
Position: Taking up space
Posts: 262
The tip tank models do not have the same wing and don't have that SB. Could be a costly ($70-80,000) thing if you're not careful with the aircraft that you potentially purchase. Be sure to read this post on AOPA before purchasing a 414A.
AOPA Online: Regulatory Brief -- FAA proposed twin Cessna wing spar ADs
04-27-2011, 10:41 PM
#14
Banned
Joined APC: Feb 2007
Posts: 461
Pre-buy.
I didn't see the 421 mentioned in the link but I'm sure it's likely included.
Cape air had a problem with a couple of their 402C's.
Mental note, it wasn't just the wet wing. The earlier models were a problem too.
I also remember several AD's concerning prop hubs cracking and exhaust leaks.
They were 50hour reoccuring. Since the exhaust goes right by the ring spar, a leak could mean a bad day.
(ask me how I know)
I didn't see the 421 mentioned in the link but I'm sure it's likely included.
Cape air had a problem with a couple of their 402C's.
Mental note, it wasn't just the wet wing. The earlier models were a problem too.
I also remember several AD's concerning prop hubs cracking and exhaust leaks.
They were 50hour reoccuring. Since the exhaust goes right by the ring spar, a leak could mean a bad day.
(ask me how I know)
04-28-2011, 01:06 AM
#15
Gets Weekends Off
Joined APC: May 2009
Position: autopilot abuser
Posts: 166
04-28-2011, 08:19 AM
#16
Banned
Joined APC: Feb 2007
Posts: 461
Had an exhaust failure in a 421. Manifold pressure went to ambient.
I pulled power to idle and landed. I was lucky, it only burnt a hole in the
cowling and damaged the engine mount.
If I had continued with reduced power, the engine would have slumped and
the prop contacting the fuselage (where I was).
Other incidents include an exhaust failure upstream of the turbo charger and
near the spar resulting in loss of wing.
If you are in a turbo powered twin Cessna and MP goes to ambient, the proper
procedure is a COMPLETE SHUTDOWN.
I pulled power to idle and landed. I was lucky, it only burnt a hole in the
cowling and damaged the engine mount.
If I had continued with reduced power, the engine would have slumped and
the prop contacting the fuselage (where I was).
Other incidents include an exhaust failure upstream of the turbo charger and
near the spar resulting in loss of wing.
If you are in a turbo powered twin Cessna and MP goes to ambient, the proper
procedure is a COMPLETE SHUTDOWN.
05-19-2011, 07:40 PM
#19
Gets Weekends Off
Joined APC: Feb 2009
Posts: 276
Trust your A&P. Hopefully they are very intimate with the airplane and it's systems. The place I work, we have 5 421's, varying years. Some are fractionally owned. Anyway, my boss has about 20k hours in 421's. His most trying time, according to him, was when he lost a turbocharger when he was over the Rockies. He made it down safely, of course. Lose a turbo on any airplane up high, hope the ground isn't too hard and lumpy
.
.
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