C421 Help

[King Air]

Hi I need C421 profile and power setting please
This is what is what I could find:

Take-Off 2235/39 MAP
Climb 1900/35 MAP
Cruise 1800/32 MAP
Descent 1800/30 MAP
End of Down wind 1800/30 MAP
Base 1800/25 MAP
Final 1800/25 MAP
Final (Short) 1800/22 MAP

And please need some tips about the A/C

 

[wanabe]

Ram conversion?

 

[SurferLucas]

Takeoff Power is Full Throttle (Roughly 39/40 inches) and 2235 RMP.

Climb is 32.5"MP and 1900 RPM.

We would typically cruise at 32.5"MP and 1850 RPM, that would be roughly low 70's BHP and a fuel flow of 250lbs/hour.

Start to work your power back 1"MP/2 mins (15 mins or so before the approach) so that you end up at downwind for the pattern or the approach at 26"MP and cruise RPM. This will give you roughly 170 KIAS and you can get Flaps 15 and Gear down. We would fly our approaches at Flaps 30 and Gear Down, giving an airspeed of 140 KIAS.

Hold your blue line (111 KIAS) to landing. Don't go to full idle in the flare, leave alittle power in...or else it'll make the landings look bad. If you have a 421 with Trailing-Link landing gear, the better.

Does the 421 have spoilers or not?

 

[dasleben]

Hold your blue line (111 KIAS) to landing. Don't go to full idle in the flare, leave alittle power in...or else it'll make the landings look bad. If you have a 421 with Trailing-Link landing gear, the better.

That's why my landings must be terrible. I carry power into ground effect then chunk it to idle.

But seriously, to the OP: Get some formal training first. 400-series airplanes are a joy to fly but you really need to do things like single-engine work with an instructor before you start bombing around in one. It's quite a bit of horsepower to push against OEI, and can really catch you by surprise if you've never experienced it.

 

[SurferLucas]

That's why my landings must be terrible. I carry power into ground effect then chunk it to idle.

But seriously, to the OP: Get some formal training first. 400-series airplanes are a joy to fly but you really need to do things like single-engine work with an instructor before you start bombing around in one. It's quite a bit of horsepower to push against OEI, and can really catch you by surprise if you've never experienced it.

+1 there...

The 421 on a hot day, at or near Max Takeoff weight...it's going to fly like crap on one engine.

Our procedure for takeoff was to rotate at 95/100 KIAS and to remain in ground effect till Blue Line (111 KIAS)...at which point you bring the gear up and you're committed at that point.

Baby the engines...give them a good 4 mins to cool down after landing and don't make larger power changes.

(You think the 421 flops down on, the 310 is even worse because it has the huge freakin nose gear...it's very easy to 3 point land if you pull the power off in the flare).

 

[dasleben]

+1 there...

The 421 on a hot day, at or near Max Takeoff weight...it's going to fly like crap on one engine.

Our procedure for takeoff was to rotate at 95/100 KIAS and to remain in ground effect till Blue Line (111 KIAS)...at which point you bring the gear up and you're committed at that point.

Baby the engines...give them a good 4 mins to cool down after landing and don't make larger power changes.

(You think the 421 flops down on, the 310 is even worse because it has the huge freakin nose gear...it's very easy to 3 point land if you pull the power off in the flare).

Ground effect until 111? Hmm, that's an interesting technique. I have to admit that I'm speaking from the perspective of flying a 402C (essentially a 325hp per side 421 without pressurization), so things might be a little different on my end. That being said, company SOP is to rotate at 90-100 KIAS (depending on weight of course), then pitch to 10-12 degrees. Once the gear handle is raised you're committed to continue. Nothing about blue line.

Always wanted to fly a 421 though. Those geared engines must be pretty dang smooooth.

 

[Zephyr]

Ground effect until 111? Hmm, that's an interesting technique. I have to admit that I'm speaking from the perspective of flying a 402C (essentially a 325hp per side 421 without pressurization), so things might be a little different on my end. That being said, company SOP is to rotate at 90-100 KIAS (depending on weight of course), then pitch to 10-12 degrees. Once the gear handle is raised you're committed to continue. Nothing about blue line.

Always wanted to fly a 421 though. Those geared engines must be pretty dang smooooth.

Then come for a visit to HGR sometime

I second getting formal training in the airplane, which would cover profiles and power settings. I really hope the OP isn't going to ferry a 421 with no experience in type. Insurance typically requires recurrent training in order to be covered anyway.

421Bs (and I'm guessing 402Bs) are a little faster on takeoff and landing because of the shorter wingspan.

421's give you King Air 90 performance with piston engines, it's a sweet ride.

 

[dasleben]

Then come for a visit to HGR sometime

I second getting formal training in the airplane, which would cover profiles and power settings. I really hope the OP isn't going to ferry a 421 with no experience in type. Insurance typically requires recurrent training in order to be covered anyway.

421Bs (and I'm guessing 402Bs) are a little faster on takeoff and landing because of the shorter wingspan.

421's give you King Air 90 performance with piston engines, it's a sweet ride.

Hey, you are alive!

You...you serious about taking the 421 out? Matt and I were talking about coming out to visit you guys soon, actually. Oh, that reminds me...I want to pick your brain at some point about the freelance stuff you do.

Carry on.

 

[King Air]

SurferLucas<SCRIPT type=text/javascript> vbmenu_register("postmenu_1403488", true); </SCRIPT> <?xml:namespace prefix = o ns = "urn:schemas-microsoft-comfficeffice" /><o></o>
<o> </o>
I am starting ground school on Mon, I will also fly the A/C very soon. Do you have any tips/tricks how to get comfortable with the C421 in a fast phase? I am only getting 5 hrs for the check ride. Do you think it’s enough time? I just can’t let this opportunity fly away.

 

[SurferLucas]

I am starting ground school on Mon, I will also fly the A/C very soon. Do you have any tips/tricks how to get comfortable with the C421 in a fast phase? I am only getting 5 hrs for the check ride. Do you think it’s enough time? I just can’t let this opportunity fly away.

Is there a chance that you can get in the plane and do some chair flying this weekend? If you can, I'd def go through some of the engine out procedures and just get used to where the switches are.

One other thing, the 421 (I flew the C model only) doesn't like to start hot...but if you set the throttles full open, give it a 3/4 second prime and then hit the starter while slowly bring the throttles back to 1/2 inch open...it should start pretty easily.

The reason why we stayed in ground effect till blue line is because if you lost an engine and still had the gear down below Vyse, it could be better to put the plane back on the runway and try to stop it than going into the trees because of where the engine went out. The 421 is a great flying airplane, but it requires respect and that you keep yourself well versed in procedures.

Good luck in your training, if you have any other questions...send me a PM, I'll be glad to help you if I can. (Name's Luke, or Lucas)

 

[dasleben]

The 421 is a great flying airplane, but it requires respect and that you keep yourself well versed in procedures.

Yep, engine-out memory items in the 400-series need to be drilled until you can do them in your sleep. Heck, every once in a while I get the QRH out in cruise and look stuff over to keep the info fresh. Pop an engine at 100' on takeoff and you'd better be Johnny-on-the-spot with getting the engine feathered (preferably the correct one).

By the way, how are the brakes in the 421? The 402's brakes are terrible. Accel-go is shorter than accel-stop distance at higher weights. You really have to plan out heavier takeoffs on short runways. Always have a plan.