4:42 I don't know why but there's something awfully humbling and wholesome about hearing an extremely experienced and skilled pilot, who cut their teeth on the Cub, describe it as "the trim.... thing". In such a simple aircraft with so few controls you don't even need to remember the names of them! Love it.
The 421 is a good old bird; fast, quiet, roomy, good looking, easy to fly; pay attention to the numbers and fly her by the book. The only drawback is the cost of ownership, operation, maintenance, and insurance is about the same as a B 52
"boost pump off". "Wait, what?" Despite flying numerous airplanes, you still manages to catch the little things. Congrats on staying alert and being on top of things, wishing you the best times on the 421c. What a beauty...
@N9197U Depends on the plane. Typically Lycoming engines like you find in Cherokees and derivatives, Piper Navajos, newer Cessna singles, etc require the pumps to be on.. while planes with Continental engine like older Cessna singles and almost all Cessna twins you don’t have it on because they turn on automatically with a throttle switch and pressure switch if I recall correctly.
@@N9197U I've trained on the 172R and 172S. No fuel pump on takeoff. I didn't even need it on for startup, just for priming and as a backup for abnormal or emergencies.
The Cessna 421 was my first airplane back in the 1980s, flying for a tiny company in Europe. It was a handfull, to say the least. IFR in complex airspace at night, weather and ... alone. I survived 500 hours and moved on to the next step, the Cheyenne II XL. Got to be lucky sometimes... Regards from the 747-8. RS ✈
I am the lead mechanic for atlas at TPF. We are actually in the middle of doing a 100hr on the Cirrus (924TR) in this video. Thank you for showcasing our fleet Jimmy! Hoping to meet you soon
I was a flight nurse/paramedic on a 421 for 5 years. Our company was Air Response. Initially we operated out of Paducah KY. The company eventually moved our base to Williamson County Regional airport in Marion Ill. I was not willing to make the next base move when they sent her to Schenectady, NY. I really enjoyed my time with the 421
Speaking as an airline pilot who also flies quite a bit of general aviation, I don't know why people retract flaps on the rollout. Don't do this. Raise the flaps after you clear the runway. In the airlines we don't touch anything until after exiting the runway. There are countless instances with GA pilots grabbing the gear handle and not the flap handle. Even my Bonanza had this happen to it by a previous owner. I get the whole 'Get rid of the lift for better braking' thing but if a successful outcome of your landing relies on this then your margins are way to close.
Absolutely. I was looking for someone to make this comment. The landing data in the AFM is also predicated on leaving the configuration alone. Instead of reducing the risk of a landing overrun, it increases the risk of retracting the wheels on the ground! You would be far better off to verbalize a no-later-than point on the runway where the aircraft must touch down than have to rely on retracting flaps.
@@whaledriver5457 it’s great on planes that don’t have retractable gear and on planes without beta/reversers/spoilers. Activating those forms of braking manually is hardly different from retracting the flaps so why not retract flaps? On an airliner all braking systems are handled for you automatically except for reversers.
If you don’t know the difference between flap and gear, you shouldn’t be flying. Let’s say you accidentally retract the gear instead, because you miss identified the lever and the squat switch failed. What’s the worst that can happen? You toast two props, have to do a couple engine tear downs, and scrape the belly and take out some antennas. In the grand scheme of things.. big whoop. Nobody was killed or even injured. If you lose an engine after takeoff… you HAVE to correctly identify gear vs flaps, you HAVE to move one of them.. all of this being done in a now very underpowered and high drag aircraft cross controlled very slow and very close to the ground often single pilot. And if you mix them up.. you and your passengers are DEAD! This entire argument is a microcosm of the weird logic that people would rather die than be embarrassed… and the often typically American viewpoint that values property over life. Airline SOPs are for the lowest common denominator and for planes with reverse and air brakes/spoilers plus auto brake and anti-skid with a far larger planned margin for stopping. I will retract the flaps on rollout every single time unless there’s an SOP or AFM requirement not to.
@@calvinnickel9995 'If you don’t know the difference between flap and gear, you shouldn’t be flying. ' And with that sentence you just lost all credibility.... It has nothing to do with knowing the difference. Just keep doing what you do. It won't affect me other than possible slightly higher insurance premiums when you smoke a set of engines and props. Your premiums on the other hand.....
@@yungrichnbroke5199 Couple of points to make here. On some transport category turbojet aircraft, auto brakes are a customer option. Also, auto brakes, reversers and ground spoilers can be inoperable and the flight dispatched under the provisions of an MEL. The big difference here is that under all of the abnormal configuration with regards to the ability to decelerate after touchdown, we have VALID LANDING DATA for each circumstance. By retracting flaps after touchdown in a PA-28 or BE-55, C-172 or whatever, oftentimes the manufacturer provides only the data that will sell airplanes better, which is by heavy braking. The manufacturer wants their airplane to appear very capable. They don’t care if you wear out your brakes or flat spot your tires. If someone were to go out and actually flight test retracting vs leaving the flaps alone, they might find the difference would be negligible. For one, you are getting rid of parasitic drag at ground speeds where one is more likely to lock up a brake with heavy braking. Simply leaving the flaps alone and lowering the nose to decrease AoA would work just about the same. Also, most GA airplanes (and airliners for that matter) can stop in less distance than they can take off, even with normal (non short field) technique. So if you are landing somewhere where this (retract flaps) technique is required, you either can’t land in the touchdown zone, or you just arrived into a field where you won’t have enough runway to depart. Also, as an aircraft owner, brakes and tires are not free. There is a non-zero cost to the hourly operating expenses when heavy braking takes place. All these things considered, folks are increasing the risk of accidental gear retraction by making flap retraction a habit after landing when there is a zero or negligible benefit to doing this. Most likely, we’re dealing with the law of primacy where someone was taught something and then they never questioned the “why” of the consequences of doing it. Same with reducing power to 25”, 2500RPM during climb.
Having flown ALL of the Cessna 400 series airplanes, I really enjoyed the 421C with the VG kit and spoilers. Fresh RAM engines make it an airplane that will be around for a long time if treated fairly and respected for its capabilities. Add the Robertson STOL and it does quite well on shorter fields. If a "glass cockpit" grouping is added, it brings it up to a more modern world. Instructing in the airplane is like being in the "boardroom" with the "wide oval" cabin. Enjoy the plane for many years!
Awesome! Thanks for the memories! I was a A&P (no pilot lic) in the 90's flying up to Buffalo NY to recover one of our aircraft that had an issue. The commercial pilot instructor pulled up in that ac to bring me and my tools up there..... when i got in he was already in the right seat and said "your aircraft" 😳 he knew i had started working on my pilot's license but this was no 172! It was nighttime in winter.... i landed that thing with 5" of ice on runway! To say my rear had a firm grip on the seat is a major under statement! After we shut down he said I knew ya could handle it or I wouldn't have let you do it. I guess he knew me better than I did.
That Cub is IMMACULATE! Regarding your 421, yes it’s manual; but that also means you are not going to have a computer failure and a fly-by-wire control problem. You’re yoke will still move the control surfaces, and that’s a pretty good thing.
I LOVE high wing aircraft, you forgot to mention the VIEW in those planes with no wing in the way! Especially the cub with the door open! Then again roll into an FBO with the Cirrus with air conditioning and the Lamborghini doors and people know you're traveling fast comfortable and in style!
I beg to differ about being the most complex piston. We flew the Beechcraft 65 Queen Air years ago. Our company was one of the very few operators in the country to regularly reach full life of the engines through strict training. Geared, supercharged engines that had BMEP (brake mean effective pressure) limits, maximum airspeed for a given manifold pressure (to avoid shock cooling on descent) just to name a few. A beautiful machine to fly but you really needed to be smooth on those engines.
Hey GEOFF, man i agree 100% that airplane and most anything with GITSO’s attached for H/P strapped to it. Utilise those babies like they are your own little babies. But that said they will treat you well like you are treating them. Keep flying. ☮️ 🤙
As a bouncing baby pilot ( in an external venturi vacuum 1959 C172) I got to learn hand propping and loops on a J3 at $5.50 wet. Fun to the nth degree. The 421 - wow! Thanks for this great vid!
I loved flying the 421. I found it easier to fly than most normally aspirated twins as the APC wastegate controller takes the work out of always fiddling with the mixture setting. There are really only four times the Prop setting is changed. Takeoff Full RPM, after take off Climb setting, then Cruse setting, then finally go around for landing, same with mixture. No adjusting mixture in climb or decent.
Jimmy I have to say thank you so much. Watching you fly the 421 was the closest this 74 YO will ever come to one of my dreams. I got my private many years ago and the thrill of watching you enjoy and work flying you almost new plane felt like I did after my check ride and my examiner you are a good young pilot just keep learning and you be alright. You have made an old man very happy. 😂
Jimmy, Great pilots aren’t afraid to show what they don’t know as you did on the first takeoff. You did a great job on the engine failure after some training, and watching you fly tells me you’re a very good pilot.
Jeff reminds me of my instructor. Loved how he taught me❤ I heard "Aw don't worry about that watch this!" a lot and it always cheered me up to keep going & learning
Re: nausea in a simulator In the early 1980s, we did a "career day" at the local air force base. It was a TAC base running primarily F15s, but still provided support for a variety of aircraft. F-4 were still in limited service, and the reserves and ANG were still running hogs and A-7s. Singer had the most advanced A:A simulator at the time, and they had a team of technicians that did nothing but keep it running for the air force. This particular model had motion and vision and sat inside a huge geodesic ball. It ran motion OR visual perfectly. But try to run them at the same time = chunks in your facemask.
Jimmy, there was a time when we ALL ran steam gauges and EVERYTHING was done manually. Trust me mate, it will make a better pilot out of you. I progressed through the normal levels and eventually went into the 421 and the Beech Duke and later King Airs and Cheyenne III's. The single most advanced piece of equipment I ever had was a Gen 1 Northstar GPS unit and a rather rudimentary flight controller setup. I moved on after about 4200 hours in those rigs. The 421 is a great airplane and is really very pilot friendly. Respect it and respect your own capabilities and you will be fine. Keep on keepin on man.
I had a friend with a '48 J3 with a 85 hp Continental and takeoff prop at a village on the lower Yukon of Alaska where I lived. I had the pleasure of riding with him for quite a number of hours flying into wilderness hot springs and numerous other villages in the interior. He seemed to fly mostly along the rivers in ground effect which, he claimed, saved fuel and avoided annoying head and cross winds. A lot of fun.
As a non-pilot I was fortunate to have the opportunity to "fly" the US Navy S-2 simulator. I'd flown PC Simulators so I knew a tiny bit about flying. I made a successful airfield landing. The instructor asked if I wanted to attempt a carrier landing. The result was "you might have been able to walk away". I asked how much difference was there between simulator and real flying. He said "real flying, 99.9% of the time, nothing goes wrong".
Great comparison video Jimmy. That 421 is a beauty, and once you get some additional hours in it, should provide many fun family trips. Stay safe my friend.
The C-421 is one of the nicest pilot friendly airplane to fly, you just need to be trained to fly it. The C-421 is my favorite of all piston twins to fly. While the AeroStar is fastest piston twin, you will enjoy the C-421 far better cabin class plane. Treat the plane with care and it will be a very dependable plane.
I fully agree. The cockpit panel of the C421C looks exactly like my good old 1964 C320 but with the addition of a pressurized cockpit. Try to talk to ATC with an oxygen mask on your face. Then controlling cockpit pressurization seems easy. Once you get used to those twin Cessnas they are a great joy to fly. If you want something "most complicated" then try the AN2. That seems really complicated, at least for the first few hours ...
My only, so far, actual stick time came in a Piper Super Cub. I flew with a CFI in the back seat and once aloft and he was confident that my flight sim experiences gave me at least some knowledge of how things worked, let me fly it during the cruise portion of the second of three flights that day. On the third flight, he handed controls over to me shortly after take off and left me fly the entire final flight and took control only after I lined it up on the final approach. It was a great experience. Unfortunately, flying lessons, obtaining a license, and maintaining a license was expensive, as was buying a house. My wife was more satisfied with a house than the idea of flying in a tiny aircraft. Oh, well, thank goodness for computer flight sims.
Hello to Louis at RTC! He was my instructor for 6 or 7 IAPs 2 years ago, and rewarded me with a couple of takeoffs and landings in the C421 sim. He was nice enough to keep all the systems working.
This brought back a lot of memories. I flew the 414A (same airframe, just non-geared engines) for a couple years for a 135 operator back in the mid 90's and loved it. I remember how wide it felt the cockpit. I now fly a Gulfstream G280 and the 414 felt every bit as wide as the 280. I realize now how fortunate I was to fly the twin Cessnas when they were still relatively new. Now they're nearly 50 years old.
I like the video. Company I worked for back in the late 70's had a 421. we had a misshipment of product to a business in Hartford, CT. So the owner and I went over to Windsor Locks and picked up the items and started back to Schenectady, NY and when climbing out we had a load bang, Turned out to be a bird strike . 8PM and dark and I am looking out the window with a flash light to see it there was any visible damage . No issues with engines or flight controls so notified Albany ATC of the incident and continued in to Schenectady. The leading edge of the wing at the junction if the de-icing boot was a small bird ( woodcock)jammed in to the material separation between the aluminum and boot.. Several thousand dollars and a month later the airplane was back in the air. The company flew that plane for quite a few years until upgrading to a Citation. Beat of luck .
Definitely not a 172 or a 310 but I’m sure that the experience you had with the 310 certainly helped. I noticed that you were a little overwhelmed by the experience and knowing the responsibility you have for such a magnificent aircraft
test flights after maintenance, i laughed when RAF pilot friends described their experience of test flights known by many different titles such as 'nuts in the canopy' that test being, get off the ground, roll over a few times, stay inverted and see what falls into the canopy so the pilot can gather the items and return them to the ground crew when back on the ground, if they make it that far not sure that i know of any incidents, but my friends described it as reassuring when nothing could be seen of course a few accidents must have happened, but lets hope nothing serious
Great vid, brought back some memories. The Cessna 400 series are all beautiful to fly. As demonstrated in the sim, aviate navigate communicate in that order. So, so important. No point going to your grave over a radio call. I’ve always done self talk out aloud with engine failure drills. Identify - dead leg dead engine, call-out the dead engine and confirm with corresponding throttle, feather. Had an engine failure on takeoff in a PA31 many years ago, and still here to talk about it.
I saw your leg jump on that rudder!! Good job. Thank you so much for getting that level of training and experience BEFORE hopping in your 421. Not sure what they recommend, but being new to that airplane, I would go back every 6 months for a refresher a couple of times and then, based on your retention at 6 moths, you might be able to make it an annual event. Never think you can go longer.
Jimmy I enjoyed this video as much as any you have made. You have a super plane and your whole family will really enjoy it. Thanks for bringing me along
This brings back great memories of charter flights and air ambulance work out of northern Maine. One ambulance flight the winds changed from 25 knots slightly off the nose to 80 with gusts of 95 off the right wing. Safely earn my pay.
Another simple aircraft besides de Cub, is the Aeronca Champion. My generation, those borne late 1930’s and early 1940’s, learned with those two magical airplanes. The rudder and stick planes. That was flying :)
Love how absolutely tense you looked while executing the power-off stall, and the giant smile after it was over. Felt like you could cut the tension with a knife.
Jimmy that interview with Jack the man with the cub was amazing! What a great guy. I loved what he had to say. So informative. I loved the part about no radio why your learning in the beginning. I wish I had a guy like that to teach me to fly. That is the type of instructor a person should have learning how to fly. Like he said you’ll just be a better pilot. I think he is spot on. Great interview. I hope to see him again on your channel.
Nice Golden Eagle! I give you six months and you will have that baby back on the market unless you have deep pockets and a spare airplane. I just sent ours to JetAir in Galesburg Illinois to get our panel updated on our 421C! Tell Dub Johnny sent you! You won't regret it. Baby those engines! Baby them!
Nearly 10K hours under my belt with most of that in Part 121 turbines and I still look back very fondly at the couple of hours I got to log in a 421. By far one of my favorite planes I've ever flown. So smooth, and insanely quiet for a piston prop, you almost don't need headsets once you pull the prop RPM back into the lower end of the green arc. I'd take it over a king air any day if somebody just handed me the keys to either one. The king airs are insanely loud and the cabin much narrower, and for some reason the ride seems to be much rougher, stiffer wings I suppose. It's a shame the GTSIO engines are known to be temperamental, and have a very low TBO, and are extremely unforgiving to ham-fisted engine management. These can be REALLY expensive hangar queens as well, and the specialty twin Cessna shop I went to said that even with very diligent pilots, the engines rarely make TBO. But it's a very rewarding and above all comfortable plane to fly otherwise.
Twin Cessnas are great, and I have logged many hours in the 414A, but I'd still take the King Air. The 421 has more power but load one up and in many conditions an engine failure is just going to be a controlled descent to the landing in a field. At least the King Air will fly nicely on one engine to wherever you need to go, presuming one is proficient.
Jimmy that was fantastic you well deserve this airplane after the kindness you have given to so many. God Bless you your one hell of a good soul wish there were more people like you....
Flown the 172, Cirrus, 414, and 441 Con 2. We have a 6/260 and it is probably my favorite to fly. I have not tried the tailwheel yet. I hear you don't stop flying a tailwheel until your feet are on the ground and it's tied down and then you still wait for it to loop! lol
I flew a C414-A with the Ram series VII engines and winglets for years off of a 2,900ft x 50 strip. That was my first flying job. 500hrs in that and then on to the Conquest series, both the 425 and 441. What an amazing upgrade and much easier to manage.
Congratulations Jimmy. By the way. God bless you for all your hard work bringing aid to the victims of Hurricane Helene. God sees your heart Jimmy. God bless and watch over you and your loved ones. ✝️🙏🏻❤️☺️
Something to think about. Try to minimize your calls. I don’t think counting airspeed in 10 kts increments helps, maybe takes your mind off of aviating. My opinion of course. In the citation I do take off power set, airspeed alive, 80 kts cross check, V1, rotate, positive rate, gear up. (Speed and attitude check). I flew the Aerostar with similar calls. Just my two cents
Absolutely fantastic video, Jeff was great ! Please have him back … thanks again Jimmy. It was so much fun to hear about Jeff flying experiences, what an encyclopedia of knowledge 😊
Daymn it's so much fun to watch Jimmy do what he do. It was a special treat to listen to Jeff offer Jimmy a few tips taken from his VAST experience flying just about every airplane there is,, especially their short flight in the Cub,, that was FUN. 🙂
I think you're wrong, Jimmy. It's not the most complicated aeroplane in GA. It's the most complicated civil aeroplane, period. Single pilot, supercharged geared piston engines - screw up the levers and it's pretty easy to blow up the engines. People think that the step up is truboprop, like a Kingair, and then Jet - but they are actually step downs in engine management and performance reserve (they are only step ups in keeping ahead of the aircraft).
I had the opportunity to fly part time for a company with a 421c. But as a wet multi add on I didn’t feel comfortable with the jump from a Seminole without training. This video helped me feel better about that decision, great video!
58:49 ‘You click a button… and you can keep flying’ Well with boots, the ‘keep flying’ part should be just to turn around and go back or decent / climb out of the ice. Boot do not work unless you constant maintain them, and then not very well. They are tested to meet the minimum 50 micron ice particle accretion. Nature can through ice two hundred times that size. Boots on jets are not any better except the pressure and vacuum source is more reliable. For a high work load aircraft if you take a Cessna and add high speed performance and higher landing speeds the workload increases. An Aerostar 602p or 700 comes to mind. Higher speed, 279kts makes your trip shorter and creates a higher workload. (You can exceed the ATA 200kt limit as well) Higher runway speeds will make sure you are doing the charting for runway performance to higher detail in more places.
Absolutely LOVE this video and concept of flying your way thru from least to most complicated. Brilliant idea and such a fun video to watch!! I will say jimmy that in my opinion the cirrus sr20 is actually one of the easiest and least complicated airplanes to fly because of the automation and technology. Yes, that can be looked at as complicated like anything else if you don’t know how to use the systems but once you learn it’s like flying the Cadillac of single engine planes in terms of comfort and tech capabilities. Basically if you know how to work just about any electronic flight display panels you can fly this one with a brief lesson or two.
Great. It's great that you took a pilot monitoring. It's the plane that largely flies itself for me. But having that full-resolution video of your first flight will be valuable, I bet.
This is pretty great! Liked this one a lot! When I was young and hadn’t had a lesson yet, I read a book called “I learned about flying from that” I believe the title was. Good book on different situations where the pilot walked away from skiffy stuff.
Good for you getting into that 421. I'm making improvements in my plane (not a twin!) to the panel, going more glass and automation, but my love is really the old steam gauges like you have there.
Paul Bertinelli's CubVLOG Windshield vs Bug is still my favorite video about the Piper Cub. It conveys the reality of flying a Cub in less than 4 minutes. Very much worth so little of your time.
As much as I’ve always dreamed of flying, if I lived close enough I’d definitely be begging him to be my teacher! Such knowledge and a great person.. 👌🏽😁
The Closest thing I was ever successful in Parachuting to a safe landing was my High-school Milk carton Egg parachute drop 😂 Worked like a charm while everyone else was eating a scrambled egg mine was a "delish over-easy"😂 That Aircraft with the Parachute (I believe Cirrus) is super cool Jimmy👌🏻 Side note Yes on the Longest flying airplane video. That one of the topics your channel is made for.
I agree. You actually have to dynamically operate the C421 rather than just riding in it. And the B Model will drive you crazy managing fuel!!!!!!!!! Great Trainer!!!
Back in my GA days the 421 was my favourite. If you treat the engines right they’re good. We didn’t have the speedbrake but I would imagine it’s to enable a more flexible descent profile without reducing the MAP too much. I seem to remember no more than 1” per minute and lectures about BMEP.
4:42
I don't know why but there's something awfully humbling and wholesome about hearing an extremely experienced and skilled pilot, who cut their teeth on the Cub, describe it as "the trim.... thing".
In such a simple aircraft with so few controls you don't even need to remember the names of them! Love it.
The 421 is a good old bird; fast, quiet, roomy, good looking, easy to fly; pay attention to the numbers and fly her by the book. The only drawback is the cost of ownership, operation, maintenance, and insurance is about the same as a B 52
truth lol
Fortunately, the cost of a B-52 is shared amongst about 350,000,000 owners.
@@Pilotc180 love it, B52 😀
"boost pump off". "Wait, what?" Despite flying numerous airplanes, you still manages to catch the little things. Congrats on staying alert and being on top of things, wishing you the best times on the 421c. What a beauty...
yeah I'm 100% sure in the 172 that stays on for takeoff.... me and the 10,000 other people who fly one XD
Beautiful only on outside, their so unbelievable complicated on inside, they are just death waiting to happen.
@N9197U
Depends on the plane.
Typically Lycoming engines like you find in Cherokees and derivatives, Piper Navajos, newer Cessna singles, etc require the pumps to be on.. while planes with Continental engine like older Cessna singles and almost all Cessna twins you don’t have it on because they turn on automatically with a throttle switch and pressure switch if I recall correctly.
@@N9197U Gravity fed engine, doesn't need to be on. Sop's at the 141 I teach doesn't use it.
@@N9197U I've trained on the 172R and 172S. No fuel pump on takeoff. I didn't even need it on for startup, just for priming and as a backup for abnormal or emergencies.
The Cessna 421 was my first airplane back in the 1980s, flying for a tiny company in Europe. It was a handfull, to say the least. IFR in complex airspace at night, weather and ... alone. I survived 500 hours and moved on to the next step, the Cheyenne II XL. Got to be lucky sometimes...
Regards from the 747-8.
RS ✈
I have 3000 hours in the 414. It was the aircraft I learned to fly on. Fantastic in every way. Thank god I didn't have to foot the bill though. 🙂
I am the lead mechanic for atlas at TPF. We are actually in the middle of doing a 100hr on the Cirrus (924TR) in this video. Thank you for showcasing our fleet Jimmy! Hoping to meet you soon
The cub owner sounds like a great instructor
I was a flight nurse/paramedic on a 421 for 5 years. Our company was Air Response. Initially we operated out of Paducah KY. The company eventually moved our base to Williamson County Regional airport in Marion Ill. I was not willing to make the next base move when they sent her to Schenectady, NY. I really enjoyed my time with the 421
Speaking as an airline pilot who also flies quite a bit of general aviation, I don't know why people retract flaps on the rollout. Don't do this. Raise the flaps after you clear the runway. In the airlines we don't touch anything until after exiting the runway. There are countless instances with GA pilots grabbing the gear handle and not the flap handle. Even my Bonanza had this happen to it by a previous owner. I get the whole 'Get rid of the lift for better braking' thing but if a successful outcome of your landing relies on this then your margins are way to close.
Absolutely. I was looking for someone to make this comment. The landing data in the AFM is also predicated on leaving the configuration alone.
Instead of reducing the risk of a landing overrun, it increases the risk of retracting the wheels on the ground!
You would be far better off to verbalize a no-later-than point on the runway where the aircraft must touch down than have to rely on retracting flaps.
@@whaledriver5457 it’s great on planes that don’t have retractable gear and on planes without beta/reversers/spoilers. Activating those forms of braking manually is hardly different from retracting the flaps so why not retract flaps? On an airliner all braking systems are handled for you automatically except for reversers.
If you don’t know the difference between flap and gear, you shouldn’t be flying.
Let’s say you accidentally retract the gear instead, because you miss identified the lever and the squat switch failed. What’s the worst that can happen? You toast two props, have to do a couple engine tear downs, and scrape the belly and take out some antennas.
In the grand scheme of things.. big whoop. Nobody was killed or even injured.
If you lose an engine after takeoff… you HAVE to correctly identify gear vs flaps, you HAVE to move one of them.. all of this being done in a now very underpowered and high drag aircraft cross controlled very slow and very close to the ground often single pilot. And if you mix them up.. you and your passengers are DEAD!
This entire argument is a microcosm of the weird logic that people would rather die than be embarrassed… and the often typically American viewpoint that values property over life.
Airline SOPs are for the lowest common denominator and for planes with reverse and air brakes/spoilers plus auto brake and anti-skid with a far larger planned margin for stopping.
I will retract the flaps on rollout every single time unless there’s an SOP or AFM requirement not to.
@@calvinnickel9995 'If you don’t know the difference between flap and gear, you shouldn’t be flying. ' And with that sentence you just lost all credibility.... It has nothing to do with knowing the difference. Just keep doing what you do. It won't affect me other than possible slightly higher insurance premiums when you smoke a set of engines and props. Your premiums on the other hand.....
@@yungrichnbroke5199
Couple of points to make here. On some transport category turbojet aircraft, auto brakes are a customer option.
Also, auto brakes, reversers and ground spoilers can be inoperable and the flight dispatched under the provisions of an MEL.
The big difference here is that under all of the abnormal configuration with regards to the ability to decelerate after touchdown, we have VALID LANDING DATA for each circumstance.
By retracting flaps after touchdown in a PA-28 or BE-55, C-172 or whatever, oftentimes the manufacturer provides only the data that will sell airplanes better, which is by heavy braking. The manufacturer wants their airplane to appear very capable. They don’t care if you wear out your brakes or flat spot your tires.
If someone were to go out and actually flight test retracting vs leaving the flaps alone, they might find the difference would be negligible. For one, you are getting rid of parasitic drag at ground speeds where one is more likely to lock up a brake with heavy braking. Simply leaving the flaps alone and lowering the nose to decrease AoA would work just about the same.
Also, most GA airplanes (and airliners for that matter) can stop in less distance than they can take off, even with normal (non short field) technique.
So if you are landing somewhere where this (retract flaps) technique is required, you either can’t land in the touchdown zone, or you just arrived into a field where you won’t have enough runway to depart.
Also, as an aircraft owner, brakes and tires are not free. There is a non-zero cost to the hourly operating expenses when heavy braking takes place.
All these things considered, folks are increasing the risk of accidental gear retraction by making flap retraction a habit after landing when there is a zero or negligible benefit to doing this.
Most likely, we’re dealing with the law of primacy where someone was taught something and then they never questioned the “why” of the consequences of doing it. Same with reducing power to 25”, 2500RPM during climb.
Having flown ALL of the Cessna 400 series airplanes, I really enjoyed the 421C with the VG kit and spoilers. Fresh RAM engines make it an airplane that will be around for a long time if treated fairly and respected for its capabilities. Add the Robertson STOL and it does quite well on shorter fields. If a "glass cockpit" grouping is added, it brings it up to a more modern world. Instructing in the airplane is like being in the "boardroom" with the "wide oval" cabin. Enjoy the plane for many years!
Awesome! Thanks for the memories! I was a A&P (no pilot lic) in the 90's flying up to Buffalo NY to recover one of our aircraft that had an issue. The commercial pilot instructor pulled up in that ac to bring me and my tools up there..... when i got in he was already in the right seat and said "your aircraft" 😳 he knew i had started working on my pilot's license but this was no 172! It was nighttime in winter.... i landed that thing with 5" of ice on runway! To say my rear had a firm grip on the seat is a major under statement! After we shut down he said I knew ya could handle it or I wouldn't have let you do it. I guess he knew me better than I did.
Ah yes the only times this could of ever been possible, the 90s lol
Right.....
Deploys spoiler, says spoiler alert. Its gold, Jerry(Jimmy). GOLD!
what a fantastic gentleman you interviewed here Jimmy! Thankyou for another top video!
That Cub is IMMACULATE! Regarding your 421, yes it’s manual; but that also means you are not going to have a computer failure and a fly-by-wire control problem. You’re yoke will still move the control surfaces, and that’s a pretty good thing.
I LOVE high wing aircraft, you forgot to mention the VIEW in those planes with no wing in the way! Especially the cub with the door open! Then again roll into an FBO with the Cirrus with air conditioning and the Lamborghini doors and people know you're traveling fast comfortable and in style!
"PURE STICK AND RUDDER, THE WAY GOD INTENDED IT" love it !!!!
I beg to differ about being the most complex piston.
We flew the Beechcraft 65 Queen Air years ago.
Our company was one of the very few operators in the country to regularly reach full life of the engines through strict training. Geared, supercharged engines that had BMEP (brake mean effective pressure) limits, maximum airspeed for a given manifold pressure (to avoid shock cooling on descent) just to name a few.
A beautiful machine to fly but you really needed to be smooth on those engines.
Hey GEOFF, man i agree 100% that airplane and most anything with GITSO’s attached for H/P strapped to it. Utilise those babies like they are your own little babies. But that said they will treat you well like you are treating them. Keep flying. ☮️ 🤙
Did it have the water/methanol injection?
As a bouncing baby pilot ( in an external venturi vacuum 1959 C172) I got to learn hand propping and loops on a J3 at $5.50 wet. Fun to the nth degree. The 421 - wow! Thanks for this great vid!
That’s about I gallon of AV gas today - amazing
I loved flying the 421. I found it easier to fly than most normally aspirated twins as the APC wastegate controller takes the work out of always fiddling with the mixture setting. There are really only four times the Prop setting is changed. Takeoff Full RPM, after take off Climb setting, then Cruse setting, then finally go around for landing, same with mixture. No adjusting mixture in climb or decent.
Loved my time in the 421. Still my favorite plane.
Jimmy I have to say thank you so much. Watching you fly the 421 was the closest this 74 YO will ever come to one of my dreams. I got my private many years ago and the thrill of watching you enjoy and work flying you almost new plane felt like I did after my check ride and my examiner you are a good young pilot just keep learning and you be alright. You have made an old man very happy. 😂
I remember when I saw that NASA video of the plane drop it made me feel a whole lot better when I was doing my first landings as a student.
Ha that’s great- was thinking the same thing!
Jimmy,
Great pilots aren’t afraid to show what they don’t know as you did on the first takeoff. You did a great job on the engine failure after some training, and watching you fly tells me you’re a very good pilot.
I've got 100s of hours in a 421C Meeh! Try looking into an MU-2 if you want workload in flight
Jeff reminds me of my instructor. Loved how he taught me❤ I heard "Aw don't worry about that watch this!" a lot and it always cheered me up to keep going & learning
Re: nausea in a simulator
In the early 1980s, we did a "career day" at the local air force base. It was a TAC base running primarily F15s, but still provided support for a variety of aircraft. F-4 were still in limited service, and the reserves and ANG were still running hogs and A-7s. Singer had the most advanced A:A simulator at the time, and they had a team of technicians that did nothing but keep it running for the air force. This particular model had motion and vision and sat inside a huge geodesic ball. It ran motion OR visual perfectly. But try to run them at the same time = chunks in your facemask.
Jimmy, there was a time when we ALL ran steam gauges and EVERYTHING was done manually. Trust me mate, it will make a better pilot out of you. I progressed through the normal levels and eventually went into the 421 and the Beech Duke and later King Airs and Cheyenne III's. The single most advanced piece of equipment I ever had was a Gen 1 Northstar GPS unit and a rather rudimentary flight controller setup. I moved on after about 4200 hours in those rigs. The 421 is a great airplane and is really very pilot friendly. Respect it and respect your own capabilities and you will be fine. Keep on keepin on man.
I had a friend with a '48 J3 with a 85 hp Continental and takeoff prop at a village on the lower Yukon of Alaska where I lived. I had the pleasure of riding with him for quite a number of hours flying into wilderness hot springs and numerous other villages in the interior. He seemed to fly mostly along the rivers in ground effect which, he claimed, saved fuel and avoided annoying head and cross winds. A lot of fun.
GREAT progression. Flying is so simple AND complicated! !! !!!
Jimmy, I am very proud that you got simulator training! You don’t know what you don’t know! make it an annual event!
As a non-pilot I was fortunate to have the opportunity to "fly" the US Navy S-2 simulator. I'd flown PC Simulators so I knew a tiny bit about flying. I made a successful airfield landing. The instructor asked if I wanted to attempt a carrier landing. The result was "you might have been able to walk away".
I asked how much difference was there between simulator and real flying. He said "real flying, 99.9% of the time, nothing goes wrong".
Required by insurance to do it annually
I am a 600 hr sel instrument pilot - I was so nervous during the stall maneuver ! God bless you Jimmy, you are living the dream
Great comparison video Jimmy. That 421 is a beauty, and once you get some additional hours in it, should provide many fun family trips. Stay safe my friend.
Thanks!
The C-421 is one of the nicest pilot friendly airplane to fly, you just need to be trained to fly it. The C-421 is my favorite of all piston twins to fly. While the AeroStar is fastest piston twin, you will enjoy the C-421 far better cabin class plane. Treat the plane with care and it will be a very dependable plane.
I fully agree. The cockpit panel of the C421C looks exactly like my good old 1964 C320 but with the addition of a pressurized cockpit. Try to talk to ATC with an oxygen mask on your face. Then controlling cockpit pressurization seems easy. Once you get used to those twin Cessnas they are a great joy to fly. If you want something "most complicated" then try the AN2. That seems really complicated, at least for the first few hours ...
My only, so far, actual stick time came in a Piper Super Cub. I flew with a CFI in the back seat and once aloft and he was confident that my flight sim experiences gave me at least some knowledge of how things worked, let me fly it during the cruise portion of the second of three flights that day. On the third flight, he handed controls over to me shortly after take off and left me fly the entire final flight and took control only after I lined it up on the final approach. It was a great experience. Unfortunately, flying lessons, obtaining a license, and maintaining a license was expensive, as was buying a house. My wife was more satisfied with a house than the idea of flying in a tiny aircraft. Oh, well, thank goodness for computer flight sims.
Hello to Louis at RTC! He was my instructor for 6 or 7 IAPs 2 years ago, and rewarded me with a couple of takeoffs and landings in the C421 sim. He was nice enough to keep all the systems working.
well done on the stall but you’re right, it didn’t look like much. I would have been leery too but that thing flies great.
This brought back a lot of memories. I flew the 414A (same airframe, just non-geared engines) for a couple years for a 135 operator back in the mid 90's and loved it. I remember how wide it felt the cockpit. I now fly a Gulfstream G280 and the 414 felt every bit as wide as the 280. I realize now how fortunate I was to fly the twin Cessnas when they were still relatively new. Now they're nearly 50 years old.
Finally jim.y, no old dilapidated aircraft . Now you got a nice one.. i would keep this one if I were you
I like the video. Company I worked for back in the late 70's had a 421. we had a misshipment of product to a business in Hartford, CT. So the owner and I went over to Windsor Locks and picked up the items and started back to Schenectady, NY and when climbing out we had a load bang, Turned out to be a bird strike . 8PM and dark and I am looking out the window with a flash light to see it there was any visible damage . No issues with engines or flight controls so notified Albany ATC of the incident and continued in to Schenectady. The leading edge of the wing at the junction if the de-icing boot was a small bird ( woodcock)jammed in to the material separation between the aluminum and boot.. Several thousand dollars and a month later the airplane was back in the air. The company flew that plane for quite a few years until upgrading to a Citation. Beat of luck .
Great Video!!! Can't wait for your first solo in the 421 it will soon become your go to, No More Motorhome trips just 421 trips.😀
Fingers crossed!
Definitely not a 172 or a 310 but I’m sure that the experience you had with the 310 certainly helped. I noticed that you were a little overwhelmed by the experience and knowing the responsibility you have for such a magnificent aircraft
Thanks for the great FLYING video Jimmy! 😉
test flights after maintenance, i laughed when RAF pilot friends described their experience of test flights known by many different titles such as 'nuts in the canopy' that test being, get off the ground, roll over a few times, stay inverted and see what falls into the canopy so the pilot can gather the items and return them to the ground crew when back on the ground, if they make it that far
not sure that i know of any incidents, but my friends described it as reassuring when nothing could be seen
of course a few accidents must have happened, but lets hope nothing serious
28:00 The side stick does not move like a yoke. It rotates left and right on a central axis, a yoke moves up and down around an offset axis.
Great vid, brought back some memories. The Cessna 400 series are all beautiful to fly.
As demonstrated in the sim, aviate navigate communicate in that order. So, so important.
No point going to your grave over a radio call.
I’ve always done self talk out aloud with engine failure drills. Identify - dead leg dead engine, call-out the dead engine and confirm with corresponding throttle, feather.
Had an engine failure on takeoff in a PA31 many years ago, and still here to talk about it.
Would love to have a flight instructor like him! He can make you feel like you can do anything, such confidence and calmness.
I saw your leg jump on that rudder!! Good job. Thank you so much for getting that level of training and experience BEFORE hopping in your 421. Not sure what they recommend, but being new to that airplane, I would go back every 6 months for a refresher a couple of times and then, based on your retention at 6 moths, you might be able to make it an annual event. Never think you can go longer.
The high point was watching the realization of "sunglasses at night" hit Chris. I genuinely laughed out loud.
He seems like a great teacher
Jimmy I enjoyed this video as much as any you have made. You have a super plane and your whole family will really enjoy it. Thanks for bringing me along
She looks like a beauty. Gives the impression of a baby King Air. Happy flying Jimmy.
@@GaryLaaks1 totally correct!
This brings back great memories of charter flights and air ambulance work out of northern Maine. One ambulance flight the winds changed from 25 knots slightly off the nose to 80 with gusts of 95 off the right wing. Safely earn my pay.
Another simple aircraft besides de Cub, is the Aeronca Champion. My generation, those borne late 1930’s and early 1940’s, learned with those two magical airplanes. The rudder and stick planes. That was flying :)
Shout out to Louis I have trained with him for years in the C414 simulator shown here in Odessa. He is the best, full of aviation wisdom and stories.
Love how absolutely tense you looked while executing the power-off stall, and the giant smile after it was over. Felt like you could cut the tension with a knife.
Glad you’re still with us Jimmy!! 😖
Jimmy that interview with Jack the man with the cub was amazing! What a great guy. I loved what he had to say. So informative. I loved the part about no radio why your learning in the beginning. I wish I had a guy like that to teach me to fly. That is the type of instructor a person should have learning how to fly. Like he said you’ll just be a better pilot. I think he is spot on. Great interview. I hope to see him again on your channel.
You should add a Twin Beech to the mix. Or maybe a Merlin IIIB for complexity.
Nice Golden Eagle! I give you six months and you will have that baby back on the market unless you have deep pockets and a spare airplane. I just sent ours to JetAir in Galesburg Illinois to get our panel updated on our 421C! Tell Dub Johnny sent you! You won't regret it. Baby those engines! Baby them!
I've worked at an fbo fueling for about 7 years now I love seeing these they are incredible machines.
Nearly 10K hours under my belt with most of that in Part 121 turbines and I still look back very fondly at the couple of hours I got to log in a 421. By far one of my favorite planes I've ever flown. So smooth, and insanely quiet for a piston prop, you almost don't need headsets once you pull the prop RPM back into the lower end of the green arc. I'd take it over a king air any day if somebody just handed me the keys to either one. The king airs are insanely loud and the cabin much narrower, and for some reason the ride seems to be much rougher, stiffer wings I suppose.
It's a shame the GTSIO engines are known to be temperamental, and have a very low TBO, and are extremely unforgiving to ham-fisted engine management. These can be REALLY expensive hangar queens as well, and the specialty twin Cessna shop I went to said that even with very diligent pilots, the engines rarely make TBO. But it's a very rewarding and above all comfortable plane to fly otherwise.
Twin Cessnas are great, and I have logged many hours in the 414A, but I'd still take the King Air. The 421 has more power but load one up and in many conditions an engine failure is just going to be a controlled descent to the landing in a field. At least the King Air will fly nicely on one engine to wherever you need to go, presuming one is proficient.
Jimmy that was fantastic you well deserve this airplane after the kindness you have given to so many. God Bless you your one hell of a good soul wish there were more people like you....
Flown the 172, Cirrus, 414, and 441 Con 2. We have a 6/260 and it is probably my favorite to fly. I have not tried the tailwheel yet. I hear you don't stop flying a tailwheel until your feet are on the ground and it's tied down and then you still wait for it to loop! lol
I flew a C414-A with the Ram series VII engines and winglets for years off of a 2,900ft x 50 strip. That was my first flying job. 500hrs in that and then on to the Conquest series, both the 425 and 441. What an amazing upgrade and much easier to manage.
Congratulations Jimmy. By the way. God bless you for all your hard work bringing aid to the victims of Hurricane Helene. God sees your heart Jimmy. God bless and watch over you and your loved ones. ✝️🙏🏻❤️☺️
Mr. Jimmy your a Superhero. Thank you for bringing us along on these journeys.
Something to think about. Try to minimize your calls. I don’t think counting airspeed in 10 kts increments helps, maybe takes your mind off of aviating. My opinion of course. In the citation I do take off power set, airspeed alive, 80 kts cross check, V1, rotate, positive rate, gear up. (Speed and attitude check). I flew the Aerostar with similar calls. Just my two cents
Absolutely fantastic video, Jeff was great ! Please have him back … thanks again Jimmy. It was so much fun to hear about Jeff flying experiences, what an encyclopedia of knowledge 😊
Road trip time Jimmy! Looking forward to more videos with your sweet new ride.
Jeff is a gem. It would be a privilege to learn from him.
Jimmy, I gotta say, I am envious. But, You worked hard for it. You deserve it. Great video.
I hveave a couple hundred hours on a Cessa 414, quite similar to the 421. Such an enjoyable plane to fly, so stable!!
Daymn it's so much fun to watch Jimmy do what he do. It was a special treat to listen to Jeff offer Jimmy a few tips taken from his VAST experience flying just about every airplane there is,, especially their short flight in the Cub,, that was FUN. 🙂
Nice video as usual! Ha, I've got 18 hours in 1033A...back in 2007!
I think you're wrong, Jimmy. It's not the most complicated aeroplane in GA. It's the most complicated civil aeroplane, period. Single pilot, supercharged geared piston engines - screw up the levers and it's pretty easy to blow up the engines. People think that the step up is truboprop, like a Kingair, and then Jet - but they are actually step downs in engine management and performance reserve (they are only step ups in keeping ahead of the aircraft).
In a King Air it only takes a few seconds to cause more damage to the engines than the total value of ten 421s.
I had the opportunity to fly part time for a company with a 421c. But as a wet multi add on I didn’t feel comfortable with the jump from a Seminole without training. This video helped me feel better about that decision, great video!
58:49
‘You click a button… and you can keep flying’
Well with boots, the ‘keep flying’ part should be just to turn around and go back or decent / climb out of the ice. Boot do not work unless you constant maintain them, and then not very well. They are tested to meet the minimum 50 micron ice particle accretion. Nature can through ice two hundred times that size. Boots on jets are not any better except the pressure and vacuum source is more reliable.
For a high work load aircraft if you take a Cessna and add high speed performance and higher landing speeds the workload increases. An Aerostar 602p or 700 comes to mind. Higher speed, 279kts makes your trip shorter and creates a higher workload. (You can exceed the ATA 200kt limit as well) Higher runway speeds will make sure you are doing the charting for runway performance to higher detail in more places.
Great video Jimmy really enjoyed this one and can’t wait to see the next one.
Absolutely LOVE this video and concept of flying your way thru from least to most complicated. Brilliant idea and such a fun video to watch!! I will say jimmy that in my opinion the cirrus sr20 is actually one of the easiest and least complicated airplanes to fly because of the automation and technology. Yes, that can be looked at as complicated like anything else if you don’t know how to use the systems but once you learn it’s like flying the Cadillac of single engine planes in terms of comfort and tech capabilities. Basically if you know how to work just about any electronic flight display panels you can fly this one with a brief lesson or two.
Great. It's great that you took a pilot monitoring. It's the plane that largely flies itself for me. But having that full-resolution video of your first flight will be valuable, I bet.
Jimmy, back to doing what we love, Aviation stuff .
I've had the opportunity to fly a similar lineup during a summer internship PA-18-150, 172s, 182S & PA-31 Navajo and my favorite to fly was the Cub.
This is pretty great! Liked this one a lot! When I was young and hadn’t had a lesson yet, I read a book called “I learned about flying from that” I believe the title was. Good book on different situations where the pilot walked away from skiffy stuff.
Good for you getting into that 421. I'm making improvements in my plane (not a twin!) to the panel, going more glass and automation, but my love is really the old steam gauges like you have there.
Congrats Jimmy. You earned it. Many enjoyable flights. Keep the awesome videos coming.
What an fun concept for a video!
Also, my company builds full-flight simulators exactly like the ones you visited. Very cool stuff!
Paul Bertinelli's CubVLOG Windshield vs Bug is still my favorite video about the Piper Cub. It conveys the reality of flying a Cub in less than 4 minutes. Very much worth so little of your time.
I like the small J3 Cub...... I'm not a pilot but I just like their simplicity. Thanks for the walk around. peace
As much as I’ve always dreamed of flying, if I lived close enough I’d definitely be begging him to be my teacher! Such knowledge and a great person.. 👌🏽😁
When I was learning to fly I got lucky and got to fly a C-5 simulator out at Travis AFB! It was amazing how fast you can climb with that huge jet!
Oh yeah! Jimmy, it's sure as cool as cool can be. I think I know exactly how you feel. I was with you all the way to touch down. Jimmy
The engine sounds from the 421 are amazing, grew up in that plane, brings back a lot of memories
The Closest thing I was ever successful in Parachuting to a safe landing was my High-school Milk carton Egg parachute drop 😂
Worked like a charm while everyone else was eating a scrambled egg mine was a "delish over-easy"😂
That Aircraft with the Parachute (I believe Cirrus) is super cool Jimmy👌🏻
Side note Yes on the Longest flying airplane video. That one of the topics your channel is made for.
I agree. You actually have to dynamically operate the C421 rather than just riding in it. And the B Model will drive you crazy managing fuel!!!!!!!!! Great Trainer!!!
12:52 I thought he was going to go into the DB Cooper story, lol.
I would love having him for a flight instructor!
I have flown a friend's 421 and it is definately a heavier airplane. I loved it.
I had pucker factor watching this. You are dedicated to what you love.
Pilots are heroes in my book!❤️
Me too!
Back in my GA days the 421 was my favourite. If you treat the engines right they’re good. We didn’t have the speedbrake but I would imagine it’s to enable a more flexible descent profile without reducing the MAP too much. I seem to remember no more than 1” per minute and lectures about BMEP.
So awesome! I can’t wait to see you fly the 421 again!