However, almost all owners complain about the maintenance, and most say that the low acquisition cost of the aircraft will be offset by the cost of maintenance a few years down the line. Much has been written about the 414s, but its no big deal. We spoke with Michael Cook and Todd Voshell who direct maintenance at Rapid Air, in Grand Rapids, Michigan, which has been operating 300 and 400 series Cessna twins for over 25 years. Takeoff distance (50) 2,220. Coupled with smaller engines than the 421, you had an economical transport that could carry a couple of passengers and baggage over 1000 miles or six executives to a day meeting two hours away. The twin turbocharged 310-hp engines provide sea level power to 20,000 feet, while the twin-engine rate of climb is 1,580 fpm, and the single-engine rate is 290 fpm. Based on the data collected from the available listings on the market, the average total time of a Cessna 414A is around 6,500 hours. A pilot in a hurry will see 205 knots on 38 GPH at 75 percent power rich of peak, although few operate that way anymore. Down low under 10,000 feet, things are much slower, more like 170 to 175 KTAS. 3,865. Among the most popular mods are the RAM Aircraft Corporation engine swaps. Would like to understand why. }.tdi_115 .td-element-style{ They dedicated an engineer to my problem and working with my maintenance shop, they developed an approved repair for my wing, possibly saving the ship from the scrap yard! 200
Its the third model in the Chancellor line and the successor to the Cessna 414II. Training is a must. (As of this writing there is an alternative method of compliance published by the FAA in CE-05-35. PERFORMANCE: Top mph 297. RAM also makes winglets of their own design for the 414A to improve its aerodynamic performance. Specs, range, speed, operating weights and performance for the Cessna 340 here. By continuing to use this website, you are agreeing to our Cookie Policy. Owners speak of the 414s smoothness, stability, and ease with which you can trim the aircraft out. However, single-engine performance at sea level is lower than the competition, with the aircraft only being able to climb 290 ft (88 m) per minute. Answer: The process of delivering compressed, denser air to a combustion engine is referred to as forced induction. The original 414 was developed out of the fuselage of the Cessna 421 and of the wing of the Cessna 401. Rate of Climb: 1650 fpm; Climb Rate One Engine Inop: 315 fpm; Max Speed: 243 kts; Normal Cruise: 229 kts . Takeoff distance (50) 2,010. The model 414, a 411 derivative introduced in 1970, utilized the 421s fuselage and tail unit with the 401s wings. Limiting speed for the extension of 15 degrees of flap was raised from 164 to 177 knots; Vlo and Vle were increased to an impressive 177 knots, from 143 knots. Another point of consideration for a 414 buyer is the SB/AD on the wing spar. Precise Flight and Spoilers, I. (See page 25 for an abbreviated AD list.). Finally, in 1979 the -NB series TSIO-520 engines were installed, providing an improved crankshaft, and in time, an increased engine TBO of 1600 hours against the -Ns 1400. Optional auxiliary and locker tanks were available to boost usable capacity to 180 gallons, then to 203 gallons in 1973. text-align: left; Any part that isnt new is all overhauled from the turbocharger to the fuel pressure regulator. Cessna's 414 is among a large group of aircraft headed for extinction. The Cessna 414 was given a clean wing in 1978. However, some years, unexpected maintenance can eat your lunch. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. We use cookies to help you get the best experience when using our website. Ensuring that all ADs have been complied with before buying a 414 will take work, because there have been several dozen of them (not counting a flurry of service bulletins), although the rate of issuance slowed down dramatically in the last 10 years. The more generic components such as filters, wheels, tires, and brakes are off the shelf and stocked by large aviation suppliers like Aircraft Spruce & Specialty or Wag Aero. Six seats were standard; a seventh was available as an option. Ive previously owned and flown a Seneca and a Mooney, both of which were equipped with weather radar, full deice and Stormscope. }.tdi_115.td-a-rec-img img{ According to Aircraftcostoperator.com, the average total hourly cost of operating a Cessna 414A is roughly $535. When pilots are flying IFR, it means they are under the control of Air Traffic Control. However, the eddy current method did not effectively identify the cracks until it was to the point where a load much lower than the published maximum load can cause catastrophic structural damage. An AD that requires the propeller hubs to be filled with red indicator oil to make cracks more visible was also released. Cruise mph 223. The variable costs such as maintenance for the airframe, as well as other costs such as landing and parking fees totaling $206,550. Maximum operating altitude of 30,800, a optimal cruise speed of 203 knots/234 MPH, and a 705 NM/811 SM seats-full range. Cessna 414 Stock Airplane vs. RAM Series VII; Primary Specifications Cessna 414 by the manufacturer or FAA. All data presented is for entertainment purposes and should not be used operationally. 6,165: 6,165: SOURCE: Sources. Most prefer the upper teens and lower 20s, where they get about 190 knots on 32 to 34 GPH at 65 percent power. The Chancellor is a popular aircraft, so it has an extensive range of aftermarket parts and modifications. The mod is expensive, but in my case we found serious factory mis-drilled wing spar attachment holes that could have caused a spar failure at any time! Controls consisted of on/off/crossfeed valves and a fuel flow computer/indicator was added.A 30-square-foot increase in wing area accommodated a 400-pound increase in maximum takeoff weight and a 550-pound increase in landing weight. For 1976 the airplane was equipped with a propeller synchrophaser to control propeller RPM and phase relationship of the blades, engine-to-engine. The CESSNA CITATION LONGITUDE aircraft was designed with your business and return on investment in mind: transatlantic range, advanced engineering and an unforgettable cabin experience all come together with the lowest direct operating costs of any super-midsize jet. To get at the fuel in the wing locker tanks, it must first be transferred to the mains. To ensure the aircraft you are buying is airworthy and will be reliable in the future, spend a bit more on an in-depth inspection. Developed from the 310, it utilizes a similar landing gear and tail unit. . The Cessna 414 Chancellor is a light, pressurized, twin-engine transport aircraft with a pressurized cabin in service since 1969. The 414A has a single-engine ceiling of 19,850 ft (6,050 m) which is the best among all its peers. (n.d.). }@media (max-width: 767px) { All told, maximum useful load was boosted about 200 pounds and an eighth seat was added to the options list. [2] Scenic Airlines of Las Vegas purchased the rights to the design in 1977.[3]. If an owner has taken a maintenance only as required approach to their aircraft, they can expect a far lower resale value. To keep CHTs below red line I had to fly at no more than 55 percent power and with the cowl flaps open at high altitudes. The 414 and 414A truly provide a great family or business aircraft. The 414 is a reasonably sophisticated, older, twin-engined aircraft, and if not managed and maintained appropriately, maintenance costs can spiral. Engines were 310-HP Continental TSIO-520-Js, and propellers were three-blade McCauleys. 180
Retrieved October 7, 2021, from http://blog.overhaulbids.com/continental-overhaul-cost/continental-520-overhaul-cost/, Cox, B. [1], In 1974, American Jet Industries built a turboprop-powered conversion of the Cessna 414, named the Turbo Star Pressurized 414, using Allison 250-B17B engines. The landing gear is the same as the 414, but the horizontal and vertical stabilizer, elevator and rudder are the same as the 310; minor changes in the 310 tail make it interchangeable with the 340. In general, all owners praise the performance and capability of the aircraft, especially ones that have a RAM conversion and STOL kit, because it makes the aircraft much more versatile. Liability coverage covers damage caused by the aircraft, including passengers, while hull coverage covers damage to the aircraft itself. airplane of this vintage, only slight trim changes are needed when flaps or landing gear are reconfigured, although single-engine handling, as with any piston twin, is demanding and requires regular practice. When changes are made to the configuration, such as the addition or reduction of flaps, the aircraft doesnt have to be wrestled back into place, rather small trim changes will do just fine. The hydraulic landing gear, with its high gear speed is a great by-product of the wet wing. Theres enough room in the aft cabin, the nose and wing lockers of a 414 to hold 930 pounds of baggage. This makes room in the mains because all return fuel and vapor from the engines is routed back to the mains rather than to the tank selected. One pilot and typical 6 passengers in main cabin. Ball at 219-749-2520. Of note is AD97-26-16 requiring an X-ray inspection of the engine mount beams for fatigue cracking. For the same liability coverage amount, pilots who dont meet the above criteria can expect to pay $1,100-$1,600 per year, and the cost increases to $5,700-$12,000 when hull coverage is brought in. These can be purchased by Sierra Industries. (RVSM rules have generally limited 414s to 28,000 feet.) Both were quick to praise the 414 and especially the 414A as the best of the Cessna piston twins, with good systems, particularly the hydraulic gear on the 414A. https://www.federalregister.gov/documents/2005/06/14/05-11613/airworthiness-directives-cessna-aircraft-company-models-402c-and-414a-airplanes, Cessna 414. It featured major modifications, including a restructured and increased wingspan, incorporating integral fuel tanks, and a stretched nose to allow more space for baggage. Maximal total range:705 NM / 811 SMCruise speed:203 knots / 234 MPHAverage price:$344,804.81Number of passengers:7 people, Your email address will not be published. One former owner even stated that anyone who says the aircraft is reliable is delusional. Absolutely the Right 414A RAM IV, This Aircraft is Impeccable and reflects the condition and attention to details that this owner has given N414EM with Only 20 Hours on each RAM Engine and 20 Hours.See More Details. 2 x 310 HP Continental TSIO-520-NB turbocharged piston engines with 3 blade propellers. The 414 is a low-wing cantilever monoplane with a conventional tail unit and a retractable tricycle landing gear. Initial climbout increased by at least 200 FPM to more than 1000 FPM. 3,865. Controls consisted of on/off/crossfeed valves and a fuel flow computer/indicator was added. Lots of external baggage in the nose and wing lockers, a pressurized aft cabin baggage area for desired in-flight items, like food, toys/games, cosmetics and a roomy pressurized 6000-foot cabin at 20,000 feet. Range 568-1,322. With bigger turbochargers and intercoolers, much larger cowl flaps, new intake air scoops, and Scimitar props, the airplane becomes an entirely new animal within seconds of leaving the runway. In 1978, an enhanced version was launched, designated as the 414A Chancellor. Find more About Us here! It's the third model in the Chancellor line and the successor to the Cessna 414II. According to the president of the Twin Cessna Flyer a society for owners of Cessna Twin aircraft Larry Ball, there are a few more problem areas of the 414A that have not been published but are common enough to talk about.
Also says to increase landing distance by 45% (doesn't seem to make sense). The 414 and 414A are popular aircraft with considerable numbers worldwide, and unless some economic or aircraft supply-side variable changes, you can expect your 414 to command a reasonable resale price from someone needing a serious, cabin-class, high-performance twin. z-index: -1; They were the last of the pressurized, piston, 400-series airplanes Cessna developed, and pilots and mechanics will tell you that Cessna got it right with the Models 414 and 414A. The switch for that light is on the underside of a Tee fitting in the pressure line to the tail and thus fills with water, rust and crud and should be pulled and cleaned periodically, or it will fail. GlobalAir.com is your partner in connecting you with relevant information and resources. Utility twin aircraft. )We spoke with Michael Cook and Todd Voshell who direct maintenance at Rapid Air, in Grand Rapids, Michigan, which has been operating 300 and 400 series Cessna twins for over 25 years. Passengers love it for space, comfort, and low noise levels. A brand new engine exchange from Continental costs an average of $60,000. Accident statistics suggest that no common threads are pointing to the system or design problems on the 414. . The aircraft is powered by two Continental TSIO-520-NB piston engines. Some potties have a flushing feature. I have had my share of problems with turbos, turbo controllers, cylinders and cracked cases. 3,467. The Cessna 180 Skywagon is not a beautiful airplane, but it is a classic-looking taildragger that became an . Buyers should be looking carefully for compliance. The landing gear track was also increased by 4 feet (1.2 m). (As of this writing there is an alternative method of compliance published by the FAA in CE-05-35. Cessna 195 Guide and Specs : All About The 195 Businessliner, Bombardier Challenger 300 Guide and Specs, Installed equipment, specially avionic fit-out. He was a glider pilot for several years before obtaining his private license in taildraggers. Ball reports that the pressurization controller diaphragms only last for about five years and the cabin pressure dump switch on the right landing gear should be checked often as well. Four years later, Continental incorporated some changes to the -NBs cylinders, valve lifters and piston pins, and increased the engines recommended TBO from 1400 to 1600 hours. Areas to watch on the pressurization system are to make sure the nine drain seals are changed regularly as they deteriorate and become brittle and to regularly check the pressurization ducts off of the heater, forward of the forward pressure bulkhead as they can develop major leaks. Preferred Airparts, based in Ohio, provide worldwide customers with surplus new Cessna original components and used parts from dismantled aircraft. Cessna Chancellor III (414A) Guide & Specs, Cessna Chancellor (414A) Performance and Handling, Piper Mirage Guide and Specs: All You Need To Know. The Cessna 414 is a low-wing, twin piston engine, pressurized-turbocharged aircraft produced by Cessna from 1970 until 1985. Engines used were adaptations of the 300hp Continental TSIO-520s used on the 402. These aircraft were called the 414 Chancellor. I have owned and flown a 1979 Cessna 414A for 14 months, accumulating 235 hours in all sorts of conditions. For the 414, the engines chosen were the 310hp TSIO-520-Js, with intercoolers and takeoffs for cabin bleed air pressurization. We are a collective group of airline instructors, and pilots dedicated to all things aviation. The fuselage and tail were essentially the same as the ones used on the 421B, while the wings were taken from the 401. no data
Pay attention to the fuel system in tip-tanked 414s.A simpler fuel system was among a host of improvements unveiled in 1978 with introduction of the Model 414A Chancellor. Three significant milestones in 414 development took place in 1973, 1976, and 1979. Fuel transferred too early is pumped overboard. Even with the company is getting its feet wet in piston products again, there are no immediate plans to make any cabin-class piston twins to replace those being retired. Distances Balanced Field Length: 2595 ft Landing Distance: 4000 ft Performance Rate of Climb: 1520 fpm Climb Rate One Engine Inop: 290 fpm Max Speed: 235 kts Normal Cruise: 203 kts Power Plant Engines: 2 Engine Mfg: Continental Engine Model: TSIO-520-NB Marketplace Information Interested in buying this aircraft click here! Single-engine performance at sea level is average; about 240 FPM for the 414 and 290 FPM for the A model. Flight planning or any other aircraft operations should only be done using official technical information provided STANDARD DATA: ( 411) Seats 6-8. The aircraft got heavier, with the MTOW and landing weight increasing by 400 lbs (181 kg) and 550 lbs (249 kg), respectively. )A potential buyer should carefully investigate the compliance status of the airplane by flight time and serial number, especially if the airplane is high time. According to Cessna, 4.2-psi cabin pressure differential could be maintained by either engine operating at 60 percent power. A simpler fuel system was among a host of improvements unveiled in 1978 with introduction of the Model 414A Chancellor. RAM also makes winglets and vortex generators. The pressurized 414 was developed to appeal to owners of unpressurized, twin-engined aircraft, and was based on the fuselage of the Cessna 421 and used the wing design of the Cessna 401. NM, ROD
Fuel burn is about 45 gallons the first hour and 35 to 38 GPH in cruise, rich of peak. STANDARD DATA: (411) Seats 6-8. Four variations are available, all of which offer a boost in useful load, increased TBOs and new props. Mandatory power reductions during the climb above FL220 meant long climb times and getting above FL250 seemed to take forever at the 200 FPM climb rate that could be achieved up there. STOL kits can also be purchased to help reduce the field length of the aircraft. Also worth joining is the Cessna Pilots Association (www.cessna.org and 805-934-0493). To get at the fuel in the wing locker tanks, it must first be transferred to the mains. no data
The 414A can be upgraded with the usual performance boosters such as vortex generators, which are highly recommended. kt, Distance
Best Range: 1106 NM To offset the reduction of performance because of the weight increase, the wing area was increased by 30 ft (2.78 m). In addition to 335-HP engines, new props and intercooler scoops, it includes a set of vortex generators and gives an increase in useful load of 415 pounds. The main landing gear of the CJ4 Gen2 jet is located inboard, reducing the track and making all aspects of ground handling smoother. Any purchase of a Cessna twin- pressurized and non-pressurized-requires greater detailed analysis, airplane by airplane, than any other models. Landing distance (50) 1,765. . Answer: TBO means Time Between Overhaul, which is the manufacturers recommended running time, in hours or calendar time, before overhaul. A ramp weight of 6785 pounds was approved to allow for the consumption of six gallons of fuel during start, taxi and runup. Its wings are borrowed from the Model 414. In addition, the Chancellors wet wing has an increased fuel capacity of 106 gallons of usable fuel. To better manage fuel, a fuel computer was added to the list of available options. Once in service the airplanes became popular as workhorses for small charter and corporate flight departments, as well as comfortable transports for private owners.Today, prices range from around $160,000 to over $400,000 for typically-equipped 414s with mid-time engines. Distances Takeoff Distance: 2185 ft Balanced Field Length: 2595 ft Landing Distance: 4000 ft Performance Rate of Climb: 1900 fpm Climb Rate One Engine Inop: 325 fpm Max Speed: 240 kts Normal Cruise: 230 kts Economy Cruise: 210 kts Cost per Hour: $ 522.43 Power Plant Engines: 2 Engine Mfg: Continental Engine Model: TSIOL-550A 5,500. The difference is that an -N engine uses 38 inches of manifold pressure, rather than 36 inches, and 2700 RPM to produce its rated 310 horsepower. I cannot count the number of heater failures Ive suffered over the years and the number of maintenance folks who have done their best to help me. Also, a zero-fuel weight of 6515 pounds was published to preclude excessive wing bending loads.The 421s longer nose also was grafted onto the 414A, making space for an extra 410 pounds of baggage and avionics. The Achilles heel of the airplane for me has been the cabin heater. Based on 450 hours a year and fuel cost at $5.00 per-gallon, the CESSNA 414A has total variable costs of $233,550.00, total fixed costs of $73,885.00, and hypothetical summary cost of $307,435.00. Less powerful, light and low cost model of CESSNA 421 Golden Eagle. Also, the big Cessnas have safety records that are unmatched by any other light twin. The wingspan is 13.46 meters, the wing area is 20.97 square meters, and the wheelbase is 3.3 meters. The original 414 was developed out of the fuselage of the Cessna 421 and of the wing of the Cessna 401. On the flip side, when fully loaded with eight passengers and baggage, there will be enough space for barely two hours of fuel. I have put in three different heaters over the past several years and changed out all the blower motors, ductwork, fuel pump, fuel pressure regulator, igniter, air flow sensor and thermostat at least once and I still plan for failure in flight.