Page 42 - Volume 15 Number 9

This Cessna 421C, owned by Frank Bonacci, has a pressurized cabin that seats passengers in “jet-like” comfort.
I can tell you without any reservations that you are not going to be able to find anything close to this machine anywhere in the new aircraft market. And, in fact, you haven’t been able to since the early to mid-1980s.
The airplane I just described is the Cessna 421C and the last one was built in 1985! With all the advancements in technology within the last 25-plus years, nobody has been able to come up with a direct replacement for this aircraft that is comparably priced. In reality, even if
Cessna were to produce the 421C today, it would cost something close to $2 million. So, in order to solve our little problem, we will need to visit the pre-owned, recip aircraft market.
But wait a minute, we’ve been told that piston-powered airplanes are unsafe compared to the turbines. While statistically, the turbines do enjoy fewer failures per 100,000 hours, the truth is, there are many safety factors involved here.
All airplanes require proper maintenance. Data suggests that some owners, perhaps subconsciously, may be tempted to cut corners on the maintenance on twin- engine aircraft. Possibly thinking they have a back-up in case things go wrong. Generally speaking, if you take care of the equipment, it will take care of you.
Even so, mechanical failures account for a relatively small number of accidents. A much larger percentage is attributed to pilot error. Many of these issues can be corrected and accidents prevented by proper, timely, and type-specific training; both initial and recurrent. This type of training is mandated by the insurance companies for turbine equipment, but maybe not for the piston pounders. I believe this, more than the type of engine, is the real culprit in the safety issue.
The 421C is certainly not the only choice for those looking to fill their need for safe, efficient air travel, but it does represent the pinnacle of performance for reciprocating engine powered corporate flight. It is still strongly supported by the manufacturer in terms of parts and technical support. Training and maintenance facilities are also abundant. It does very well getting in and out of shorter fields, making available hundreds more airports than some of its jet cousins.
Many people who do not own 421s will talk about them being maintenance hogs and to beware of the dreaded geared engines. But ask the owner of one and the story may very well be different. With a little care
40 • TWIN & TURBINE
SEPTEMBER 2011