![]() ![]() ![]() The wing lockers serve as bays for optional fuel tanks, so they may or may not be usable for baggage. (The compartment is about 51 inches long with the avionics bay fully occupied.) The aft cabin area could handle another 340 pounds, with a further 200 in each wing locker for a total capacity of 1340 pounds. The nose was stretched two feet to accommodate a baggage compartment capable of carrying a six-foot-long, 600-pound object, assuming the space was not taken up with extra avionics. The wingspan was increased two feet, raising the service ceiling by 5000 feet. Weights (both gross and empty) increased significantly, with a maximum gross of 7450 pounds. In 1971 the 421B got some more significant improvements. ![]() The alterations were minor: a three-inch stretch, five more gallons of fuel, and a 40-pound increase in gross weight. Clearly, the Golden Eagle was something the market was looking for.Īs is common, refinements were immediately applied and the 1969 model was redesignated 421A. The airplane was an immediate hit, with 200 sold that first year. The standard fuel system gave a range of some 800 miles, while an optional 255-gallon system boosted the range to nearly 1200 miles. Maximum gross weight was a respectable 6800 pounds. The Stabila-Tip fuel tanks, 170-gallon fuel system, and electromechanical landing gear were all quite similar to those of the 310. The first 421s shared many of the features of the smaller 400s and the 300 series. The Beech Dukes mills cost $35,000 each, and the Piper P-Navajos engines cost $39,000 a side to overhaul. While thats pretty steep, its actually less than the overhaul cost for the 421s two direct competitors. While most owners report that the engines will reach TBO with good care, the fact that theyre so unusual means that theyre very expensive to overhaul: an estimated $31,000 each. Later engines sported heavier crankcases that increased TBO to a still-low 1600 hours. Originally, the TBO was a mere 1200 hours. Thats nearly three-quarters of a horsepower per cubic inch, and the inevitable stress meant short service life. To get the performance these buyers were looking for, Cessna decided to use Continental GTSIO-520 geared engines producing a healthy 375 horsepower apiece. Cessna aimed it at buyers who wanted better carrying capacity and performance than other piston twins offered, but who were put off by the high cost of turboprops. The 421, which shares its basic airframe with most of the other 400-series Cessna twins, was introduced in 1968. However, the 421 uses unusual geared engines that must be operated with care, and have seriously high overhaul costs. Performance approaches that of some turboprops, but purchase and operating costs are considerably lower (though still considerable – they only look good when compared to propjets). Its roomy and relatively quiet, fast and efficient. The 421 Golden Eagle stands at the head of Cessnas 400-series piston twins. ![]()
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