Long way from 310 with steam gauges. I remember my instructor when I was 19 in 1989 slapping my hand when I pointed to our position on the old loran and yelling DONT TOUCH THAT SCREEN!! Great video as always. Glad you are back.
I really appreciated your review of the GTN750 in a recent video. I only fly the sim these days but have a fully operational GTN750 I use with various GA aircraft, including a 421. I learned a bunch of new tricks from you. Thanks!
Thanks Jerry, I enjoyed hearing about the similarities and differences. Regardless of functionality - those tip tanks on 34q just looked cool - I miss that camera view!
Good video Jerry. Got twin Cessna indoc many years ago in 310J and 310P. Also had the pleasure of flying an original 310 with the 240 hp Continentals and 4600 GW. Then the 401, lots of flying to/from Bahamas. The 421 has come a long way. Just about the perfect recip twin now. Good panel setup.
Jerry, I concur with many of your viewers that "glad you are back". Your videos are better than ever. Thank you. Your C421 is fantastic but I am partial to the C414. ...you know...it's those beautiful tip tanks. LOL. Keep your videos coming. They make for a relaxing time. You and your family stay safe and until next time, safe flying
Can you get tips on the 421? Never had a reason to look into it. Had tips on a 210 one time…and a baggage tank. That thing could turn into a flying gas can. Always had to hold on to a large Gatorade bottle because the plane could outlast me.
Air Wagner, once again nice video Jerry. Have been following your progression of flying the twin Cessna's starting with that beautiful 320Q. Like most aviators flying is a passion for me nothing else comes close. Learned to fly at Q96, now sadly replaced with new homes moved to O61 then KBOK. Watching your videos brings back fond memories of flying with Nor-Cal and Seattle Center. One of your recent videos you were headed home and flew the coast line from Oregon then around Santa Rosa diverted to over fly the Buddhist Temple. What a site to see in the United States! Jerry, you are a class act fellow and represent aviation as an ambassador true to its cause. Thank you Air Wagner and keep up the good work.
Jerry, be interested in a session on maintenance costs of running the 421 over the 414. Particularly interested in your personal experience over the years with both airframes.
Thanks Jerry great video you explain well all the approach stuff find very informative past pilot and owner aerostar 600A with of course steam gauges and no boots. 800o ft do 210 nts at 75 % Christopher from Canada
I think you have the perfect airplane Jerry. Unlike turboprops, you can enjoy the view down low on the commute without killing the fuel bill or cruise in high comfort above the turbulence on trips. I think probably much more cost effective and versatile than say the TBM 850 which can easily get a $95,000 annual per Steveo Kinevo. So for regional flying and fun, I think you have the best airplane. Thanks for sharing with us.
On the very first take off that's bad news with the throttles. On the Cessna 421 you could put them all the way forward because it had a turbo wastegate and that's the way it was made to take off. That is unlike the Cessna 414 which is a supercharged engine you had to stop wherever you targeted your takeoff power so not to over boost the engine. They called this engine a geared engine and it was prone to failure for reasons not unlike a pilot overboosting it. Thanks Jerry
All TurboCharged Cessna Aircraft, T310, 320, 340, 414 and 421A,B & C have waste gates so you can firewall the throttle and not overboost the manifold pressure as long as they are set properly by the maintenance shop
Jerry. On a recent flight in OAK when nearing the interception of the ILS you manually switched the CDI on the PDF from GPS to CDI. There is an "auto" switch feature on the G500, whereby if you have the ILS frequency loaded in the #1 nav, if you are navigating via GPS mode, upon nearing the intercept of the ILS, the G500 will switch over to LOC mode automatically. You will see the ILS displayed in dotted lines on the inbound course until it activates. Not sure if your avionics package can connect that all together but thought i would pass that along.....
NO. that would not work because what if you were on the GPS approach and had the localizer frequency in as a backup you would not want the unit to auto switch to the other approach
@@Jerry.Wagner I'm sorry but i may not be explaining this correctly. You would have an ILS approach loaded into your navigator, with the ILS frequency for that approach in the active. Again you will be in GPS mode navigating to the FAF or an IAF fix. When nearing the ILS inbound course the G500 will then switch automatically from magenta needles to green needles. I hope that is clearer.
it will not do that, you have to manually change from GPS to CDI, we discovered this the hard way when departing on CDI and wondering why the AP is not following the GPS magenta line, oh yea cause it;s GREEN not magenta
@@Jerry.Wagner The post was not about departing but about arriving and flying the ILS. My old Garmin 530W will autoswitch like the original post says. I would imagine your G500 should as well, arriving and shooting an ILS approach that is, not departing on the CDI.
Hola buenos dias. Tengo dos preguntas para usted. 1ra. Por que usted vira en el despegue antes de 500 pies? No mantiene el eje de pista hasta altura de seguridad. 2da. Por que no soluciona el problema en el Fuel flow? (DIFERENCIAS EN LAS AGUJAS DEL INSTRUMENTOS). I have two questions for you. 1st. Why do you veer on takeoff before 500 feet? It does not keep the runway center line up to a safe height. 2nd. Why does it not solve the problem in the Fuel flow? (DIFFERENCES IN THE INSTRUMENT NEEDLES).
Jerry, quick question. What kind of CHT's are you seeing on climb and cruise in your 421? We operate a C model as well and just wanted a point of reference.
If I had heaps of $ and could afford a Lear Jet, I would get a 421 instead (and be a scung) with the quietness and piston economy. And I would deck it out as the best camper van in the world. Pity camping in it at major airports would be illegal. But with tinted windows maybe small town airstrips (that a 421 could land on). Like Forbes in Australia. It's flat all around it too, but on a round earth.
I like the 421, but I love my 404 Titan better. Same engines, but with a bigger cabin seats 10, outstanding fowler flaps and landing gear like the 441 Conquest. But the best thing is the 340 gallons of fuel that can take you 1400 NM. No pressurization though.
Jerry, how long did you have to look for your 421? Also, I don’t remember, when you bought it, did it have the GTN 750s and the G600 or did you add that?
looked for a while ( few weeks) bought in April 2020, it had the panel already when I bought it, like a friend said, you bought a panel and an airplane came with it
GTSIO-520 the engine of the Cessna 421 & 404 have the intercooler located above the case. The gearing for the prop does stand slightly above the top of the case. So I would say the hump is more the result of the intercooler.
Jerry, take a look at your Mar 5 video again. You're at 1080ft when you cross the FAF. That means you're 420ft below the 1500ft you're supposed to be at. You had a hollow caret to help with the glide. Yes, it is advisory, but the vertical portion of the approach plate is not, and it says 1500. You can chop&drop if you like, or follow the hollow caret, but 1500 is the hard floor. 420ft below the prescribed mins is probably beyond the TERPS criteria/margins, so this sort of thing can absolutely be deadly in IMC. I totally understand the annoyance of people nit-picking details in routine and practical flying... but blowing through the floor by several 100 ft is a big deal under IFR. Don't you agree?
Quick question Jerry. In several of your videos you land opposite direction of other airport traffic in VFR conditions. This video is a prime example. Why?
Auburn is a short runway 25/7 and 25 is downhill, when traffic and wind permits I like to land going up hill as it's better on the airframe, wheels, tires and brakes, not to mention my hangar is at the east end ........
I have been watching your TH-cam videos for about 3 years now. I kept thinking eventually he will have an engine failure. Now you have said you have had 3. For some reason I started thinking what if Jerry got hijacked. What would be his check list for that. Would he squawk 7700 and hope the controller would use discretion and not ask any questions while the bad guy pointed a weapon at him. What secret moves does Jerry have for such a situation? When my dad was instructing gunners in an AT-6 during WW2 his secret weapon was a fire extinguisher. He said if the kid froze on the controls he would club the kid in the head with the fire extinguisher. I think they had to put the kid in the front seat of the T-6 for a familiarization flight to see if he could handle the flight experiences. In my Comanche I can hit a lever on the right seat back making it recline about 70 degrees while pulling back on yoke to force the bad guy backwards and try to wrangle the weapon out of his hands. If he shoots me, he better know how to fly. This scenario would probably never happen but what does the controller say if you squawk 7700? Thank you for your videos. They are all interesting.
@@Jerry.Wagner Hi Jerry. 280 seems awfully cool for CHT's. I know people think the cooler the better but with CHT's that is not necessarily so. There is a sweet spot for CHT's and that is about 350-400. This provides optimal lead scavenging of the lead in the fuel so it does not deposit on the spark plugs, valve guides etc... If the CHT's are too cold then the lead will deposit out. I guess it is working for you but keeping cylinders under 400 is a good thing but too cool is not necessarily a good thing. But I suppose it is working for your plane but just my 2 cents.
My priority is the TIT temp to be in the low 1500's and then take what I get on the CHT, I will document the temps on today's flight and include them in a future video if possible
Blue Line is NOT safe single engine speed. Blue line is the single engine best rate of climb speed. Vsse is something else, and if memory serves me correctly it's a speed that typically only Cessna provided.
yes VMC red line would technically be lowest safe engine speed, Blue line is single engine best rate of climb speed and in many twin Cessna airplanes it is the safe speed because anything below it would decay and lose altitude and cause you to creep dangerously slow, but your point is well taken Steve, thanks very much
Actually there's another speed below Blue Line, and that is Vxse (single engine best ANGLE of climb. So much emphasis is put on Vyse blue line in engine out training that quite often Vxse is not given the importance it deserves. If your down to one engine and you have an obstacle to climb over, Vxse would be the preferred
the Shadin Fuel Flow gauge is primary and if you watch my videos that is the one I focus on when going to full power, the factory gauge is secondary and shows a split but it's not primary
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Good to see you back Jerry. Really enjoy your videos, keep them coming and be safe.
Long way from 310 with steam gauges. I remember my instructor when I was 19 in 1989 slapping my hand when I pointed to our position on the old loran and yelling DONT TOUCH THAT SCREEN!! Great video as always. Glad you are back.
I really appreciated your review of the GTN750 in a recent video. I only fly the sim these days but have a fully operational GTN750 I use with various GA aircraft, including a 421. I learned a bunch of new tricks from you. Thanks!
Another great vid Jerry many thanks for sharing cheers
Nice to flight whit you again Jerry merci for all the info and opinion u geave
Jerry...so glad you're back!! Been liking your videos for a long time. Be well/be safe.
Thanks Jerry, enjoy your videos and the info!
Great to have you back! Now I can go back to enjoying coffee!
great radio work.nice to hear someone comfortable communicating with atc
Thanks Jerry, I enjoyed hearing about the similarities and differences. Regardless of functionality - those tip tanks on 34q just looked cool - I miss that camera view!
Jerry I just subscribed, very informative video. Excellent video keep look forward to seeing more.
Nice flying and communicating as always!
Thank you sir. I enjoyed the ride. I am looking forward to riding with you again sometime.
Always a joy! THX!
Good video Jerry. Got twin Cessna indoc many years ago in 310J and 310P. Also had the pleasure of flying an original 310 with the 240 hp Continentals and 4600 GW. Then the 401, lots of flying to/from Bahamas. The 421 has come a long way. Just about the perfect recip twin now. Good panel setup.
There are three types of pilots out there: Old pilots, bold pilots, and Jerry Wagner.
And then there’s poser’s like you who think they’re funny 😂
That controller from the10:23 mark to the 18:10 mark is good. Fast, concise and clear. I've heard him in your other videos.
Jerry, I concur with many of your viewers that "glad you are back". Your videos are better than ever. Thank you. Your C421 is fantastic but I am partial to the C414. ...you know...it's those beautiful tip tanks. LOL. Keep your videos coming. They make for a relaxing time. You and your family stay safe and until next time, safe flying
I appreciate that!
Can you get tips on the 421? Never had a reason to look into it. Had tips on a 210 one time…and a baggage tank. That thing could turn into a flying gas can. Always had to hold on to a large Gatorade bottle because the plane could outlast me.
PAPA GUMPS! That was cool. Happy flights Jerry! Greetings from MEX
Air Wagner, once again nice video Jerry. Have been following your progression of flying the twin Cessna's starting with that beautiful 320Q. Like most aviators flying is a passion for me nothing else comes close. Learned to fly at Q96, now sadly replaced with new homes moved to O61 then KBOK. Watching your videos brings back fond memories of flying with Nor-Cal and Seattle Center. One of your recent videos you were headed home and flew the coast line from Oregon then around Santa Rosa diverted to over fly the Buddhist Temple. What a site to see in the United States!
Jerry, you are a class act fellow and represent aviation as an ambassador true to its cause. Thank you Air Wagner and keep up the good work.
thanks very much, I landed the 320 at Natomas Field once to pick up an employee, it was like going back in time 40 years and that was in 1997
Jerry, be interested in a session on maintenance costs of running the 421 over the 414. Particularly interested in your personal experience over the years with both airframes.
Thanks Jerry great video you explain well all the approach stuff find very informative past pilot and owner aerostar 600A with of course steam gauges and no boots. 800o ft do 210 nts at 75 % Christopher from Canada
Great to see you, Jerry! Like the comparison video!. The Golden Eagle is one of my all time favs! Would like to own one when I grow up!
Great information!!!! thanks!!!
Nice... thanks!!!
So, the 414 has tip-tanks. Love the full-house panel on the 421.
Thanks for the video! I really like your radio communications!!
What I want to know, did Cessna ever put out a 421 Tri-Power?
I think you have the perfect airplane Jerry. Unlike turboprops, you can enjoy the view down low on the commute without killing the fuel bill or cruise in high comfort above the turbulence on trips. I think probably much more cost effective and versatile than say the TBM 850 which can easily get a $95,000 annual per Steveo Kinevo. So for regional flying and fun, I think you have the best airplane. Thanks for sharing with us.
Thank you!!
as a previous 310q bay area pilot/owner
thanks
What about with the 425?
On the very first take off that's bad news with the throttles. On the Cessna 421 you could put them all the way forward because it had a turbo wastegate and that's the way it was made to take off. That is unlike the Cessna 414 which is a supercharged engine you had to stop wherever you targeted your takeoff power so not to over boost the engine. They called this engine a geared engine and it was prone to failure for reasons not unlike a pilot overboosting it. Thanks Jerry
All TurboCharged Cessna Aircraft, T310, 320, 340, 414 and 421A,B & C have waste gates so you can firewall the throttle and not overboost the manifold pressure as long as they are set properly by the maintenance shop
i see a pt6 coming alone
Nice
Jerry like your utubs. I think your 421 c is a 1975, so does that mean you do not have trailing link gear?
That sounded like the Voyager theme.
good man
Jerry. On a recent flight in OAK when nearing the interception of the ILS you manually switched the CDI on the PDF from GPS to CDI. There is an "auto" switch feature on the G500, whereby if you have the ILS frequency loaded in the #1 nav, if you are navigating via GPS mode, upon nearing the intercept of the ILS, the G500 will switch over to LOC mode automatically. You will see the ILS displayed in dotted lines on the inbound course until it activates. Not sure if your avionics package can connect that all together but thought i would pass that along.....
NO. that would not work because what if you were on the GPS approach and had the localizer frequency in as a backup you would not want the unit to auto switch to the other approach
@@Jerry.Wagner I'm sorry but i may not be explaining this correctly. You would have an ILS approach loaded into your navigator, with the ILS frequency for that approach in the active. Again you will be in GPS mode navigating to the FAF or an IAF fix. When nearing the ILS inbound course the G500 will then switch automatically from magenta needles to green needles. I hope that is clearer.
it will not do that, you have to manually change from GPS to CDI, we discovered this the hard way when departing on CDI and wondering why the AP is not following the GPS magenta line, oh yea cause it;s GREEN not magenta
@@Jerry.Wagner The post was not about departing but about arriving and flying the ILS. My old Garmin 530W will autoswitch like the original post says. I would imagine your G500 should as well, arriving and shooting an ILS approach that is, not departing on the CDI.
@@Jerry.Wagner Hmm. My GTN750/G500 does auto switch. Enjoy riding along.
Hola buenos dias.
Tengo dos preguntas para usted.
1ra. Por que usted vira en el despegue antes de 500 pies? No mantiene el eje de pista hasta altura de seguridad.
2da. Por que no soluciona el problema en el Fuel flow? (DIFERENCIAS EN LAS AGUJAS DEL INSTRUMENTOS).
I have two questions for you.
1st. Why do you veer on takeoff before 500 feet? It does not keep the runway center line up to a safe height.
2nd. Why does it not solve the problem in the Fuel flow? (DIFFERENCES IN THE INSTRUMENT NEEDLES).
1. Noise Abatement procedure
2. Electronic fuel flow gauge is primary, factory gauge is secondarya and is being re calibrated next month
Jerry, quick question. What kind of CHT's are you seeing on climb and cruise in your 421? We operate a C model as well and just wanted a point of reference.
right around 310 degrees, in cruise all cylinders are below 300
If I had heaps of $ and could afford a Lear Jet, I would get a 421 instead (and be a scung) with the quietness and piston economy. And I would deck it out as the best camper van in the world. Pity camping in it at major airports would be illegal. But with tinted windows maybe small town airstrips (that a 421 could land on). Like Forbes in Australia. It's flat all around it too, but on a round earth.
I like the 421, but I love my 404 Titan better. Same engines, but with a bigger cabin seats 10, outstanding fowler flaps and landing gear like the 441 Conquest. But the best thing is the 340 gallons of fuel that can take you 1400 NM. No pressurization though.
Great airplanes if can afford the maintenance
Interesting 🤔
Hey Mr. W., Do you ever chat with 777 pilot Juan Browne/(Blancolirio) who flies a Husky & Luscombe out of Auburn there? Cheers.
have not
Jerry, how long did you have to look for your 421? Also, I don’t remember, when you bought it, did it have the GTN 750s and the G600 or did you add that?
looked for a while ( few weeks) bought in April 2020, it had the panel already when I bought it, like a friend said, you bought a panel and an airplane came with it
Jerry, So what is difference in total costs to own the 421 vs 414. 10 percent more? Nice flight!
not much different for normal maintenance except the replacement engines for the 414 are $37K and $67K for the 421
Great thanks!
3D Audio 👌👍
The hump, as I remember, is more because of the intercooler above the engine.
The 421’s hump is for the gear reduction unit.
GTSIO-520 the engine of the Cessna 421 & 404 have the intercooler located above the case. The gearing for the prop does stand slightly above the top of the case. So I would say the hump is more the result of the intercooler.
Definitely the intercooler, the gear reduction is near the prop shaft.
Sounds like the Military's kind of Altitude (Tankers, anyway).
Jerry, take a look at your Mar 5 video again. You're at 1080ft when you cross the FAF. That means you're 420ft below the 1500ft you're supposed to be at. You had a hollow caret to help with the glide. Yes, it is advisory, but the vertical portion of the approach plate is not, and it says 1500. You can chop&drop if you like, or follow the hollow caret, but 1500 is the hard floor. 420ft below the prescribed mins is probably beyond the TERPS criteria/margins, so this sort of thing can absolutely be deadly in IMC. I totally understand the annoyance of people nit-picking details in routine and practical flying... but blowing through the floor by several 100 ft is a big deal under IFR. Don't you agree?
that is correct if I did't cancel IFR earlier off camera
@@Jerry.Wagner That makes more sense!
Quick question Jerry. In several of your videos you land opposite direction of other airport traffic in VFR conditions. This video is a prime example. Why?
Auburn is a short runway 25/7 and 25 is downhill, when traffic and wind permits I like to land going up hill as it's better on the airframe, wheels, tires and brakes, not to mention my hangar is at the east end ........
@@Jerry.Wagner Makes sense to me. Great videos by the way.
Eff me that 414 is beautiful...
Did I hear it has a “potty”? That’s cool. Are there many small planes with a “Potty”?
My P210 has a potty. I keep an empty 32oz Gatorade bottle in my flight bag.
I didn't know Salvador Dali designed instrument panels
1:08 - Test for Echo.
On the right engine, was there an issue with the cylinder temp? Seemed low compared to the others. Just curious
no issue on CHT for right engines, however I will take a closer look on the next flight
Jerry where have u been? Very worried about you..covid? Etc.
I have been watching your TH-cam videos for about 3 years now. I kept thinking eventually he will have an engine failure. Now you have said you have had 3. For some reason I started thinking what if Jerry got hijacked. What would be his check list for that. Would he squawk 7700 and hope the controller would use discretion and not ask any questions while the bad guy pointed a weapon at him. What secret moves does Jerry have for such a situation? When my dad was instructing gunners in an AT-6 during WW2 his secret weapon was a fire extinguisher. He said if the kid froze on the controls he would club the kid in the head with the fire extinguisher. I think they had to put the kid in the front seat of the T-6 for a familiarization flight to see if he could handle the flight experiences. In my Comanche I can hit a lever on the right seat back making it recline about 70 degrees while pulling back on yoke to force the bad guy backwards and try to wrangle the weapon out of his hands. If he shoots me, he better know how to fly. This scenario would probably never happen but what does the controller say if you squawk 7700? Thank you for your videos. They are all interesting.
Hi Jerry, what % power do you usually cruise at and what CHT temps do you like to keep your engines at?
if there is no headwind I use 65% power, 31 inches MP, 1800 RPM and 21GPH, and most cylinders are running at 280
@@Jerry.Wagner Hi Jerry. 280 seems awfully cool for CHT's. I know people think the cooler the better but with CHT's that is not necessarily so. There is a sweet spot for CHT's and that is about 350-400. This provides optimal lead scavenging of the lead in the fuel so it does not deposit on the spark plugs, valve guides etc... If the CHT's are too cold then the lead will deposit out. I guess it is working for you but keeping cylinders under 400 is a good thing but too cool is not necessarily a good thing. But I suppose it is working for your plane but just my 2 cents.
My priority is the TIT temp to be in the low 1500's and then take what I get on the CHT, I will document the temps on today's flight and include them in a future video if possible
@@Jerry.Wagner And that makes sense as well. Keep the turbo happy. It's all a balancing act as you know.
95 knots rotate!
If i did that way in a 402, i Wil land in the other side of the rwy. Fly ease, but speed up fast. Hold your nose.
In the photo you have and older 414 and a newer 421. That’s an unfair comparison isn’t it. The newer 414A would be better
yeah Ok, but I did not own a 414A , this 414 I did own so I could make an accurate comparison
Blue Line is NOT safe single engine speed. Blue line is the single engine best rate of climb speed. Vsse is something else, and if memory serves me correctly it's a speed that typically only Cessna provided.
yes VMC red line would technically be lowest safe engine speed, Blue line is single engine best rate of climb speed and in many twin Cessna airplanes it is the safe speed because anything below it would decay and lose altitude and cause you to creep dangerously slow, but your point is well taken Steve, thanks very much
Actually there's another speed below Blue Line, and that is Vxse (single engine best ANGLE of climb. So much emphasis is put on Vyse blue line in engine out training that quite often Vxse is not given the importance it deserves. If your down to one engine and you have an obstacle to climb over, Vxse would be the preferred
200k for a 421
Who in there right mind would want a 421C .... way to much trouble for what is worth
funny you should say that, I was thinking the exact same thing.............
What do you recommend instead when it comes to twin pistons?
Wow who set up your fuel injection? Find a new shop!
Please share what you know about this and can you recommend a shop, and by the way what set up are you referring to ?
@@Jerry.Wagner Why the huge split in the Fuel Flow at takeoff power?
the Shadin Fuel Flow gauge is primary and if you watch my videos that is the one I focus on when going to full power, the factory gauge is secondary and shows a split but it's not primary