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. One of the most important came in 1973, when cabin length was increased 16 inches and a fifth side window was installed. Thielert has offered engine conversions using their Centurion Engines. Landing distance over 50-ft obstacle: 2,393 ft: Landing distance, ground roll: 1,013 ft: Limiting and . There were significant changes made to the body of Chancellor 414A as well. This AD has a compliance time of 400 to 800 total time. There are only two fuel-. But the average price of a 414A is around $300,000, while the price range is between $200,00 $500,000. When we're not in the air, we're here helping others how to join us here at Aviator Insider. (2001, February 26). It is a very stable instrument platform and I find it as easy to land as the T310 or any of the large singles Ive flown. Any part that isnt new is all overhauled from the turbocharger to the fuel pressure regulator. The fuselage and tail were essentially the same as the ones used on the 421B, while the wings were taken from the 401. Initial climb rate 1,900. It has a range of 1,328 nautical miles and a climb rate of 1,520 feet per minute. Flight planning cruise speeds appear to be between 190 to 200 knots with 37 to 38 mph fuel consumption while operating cost per hour for most owners is sub-$400. Soaring Good Looks. Gross wt. Checking the Cessna 152 POH it says to increase takeoff distance by 15% of ground roll (makes sense due to increased friction). The Chancellors that cost close to $500,000 most often are pristine and like-new. 4,640. text-align: center; 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. Other engine mods include a turboprop-powered conversion of the Cessna 414, named the Turbo Star Pressurized 414, using Allison 250-B17B engines, and the Thielert FADEC-controlled diesel Centurion piston engines that run on commonly available jet fuel. A simpler fuel system was among a host of improvements unveiled in 1978 with introduction of the Model 414A Chancellor. The engines were taken from the 402, with the only changes made to the setup were the inclusion of parts for bleed-air cabin pressurization, and different intercoolers. Preferred Airparts, based in Ohio, provide worldwide customers with surplus new Cessna original components and used parts from dismantled aircraft. In addition, the Chancellors wet wing has an increased fuel capacity of 106 gallons of usable fuel. Arguably the most popular engine mod youll see on used aircraft is the engine upgrade to 335 hp offered by Ram Aircraft atwww.ramaircraft.com. With GAMIjectors and lean-of-peak operation owners report a reduction of about 3 gph per engine at all power settings as well as cooler operating temperatures. The V upgrade swaps out the Continental TSIO-520-NB for a more powerful big-bore, liquid-cooled Continental TSIOL-550A Voyager engine which produces 350 hp. Most of the ADs for the 414A have increased the frequency of inspections and services of systems that are problematic and if adequate preventative maintenance is not done, could lead to massive bills. The exact specifications of the Cessna Chancellor 414A are: A hotch-potch of the Cessna 401 and 421, the Chancellor easily stole the limelight as the best of the 400-series, even though it was meant to simply fill the gap between the two, and became a hit among pilots everywhere, and in recent years has gained popularity with charter operators. The exhaust system sees a great deal of heat and vibration, thus components wear out. PERFORMANCE: Top mph 268. So before buying one, you should ensure that there is an AMT with experience on pressurized Cessna twins in your area. To get at the fuel in the wing locker tanks, it must first be transferred to the mains. ( When discussing landing distance, two categories must be considered: Actual landing distance is the distance used in landing and braking to a complete stop (on a dry runway) after crossing the runway threshold at 50 feet; and, Required landing distance is the distance derived by applying a factor to the actual landing distance. An STC is an approved modification to an aircraft, engine, or component. 6,200: 6,430: Zero Fuel Weight - lbs. The takeoff distance is 408 meters while the landing distance is 365 meters. The 414 was built using parts from other 400-series aircraft. The first Cessna Chancellor the 414 took to the skies in 1968, and was produced from 1970 onwards. NM, ROD It has an exterior length of 11.1 meters, a height of 3.5 meters, and a fuselage diameter of 1.5 meters. RAM also makes winglets of their own design for the 414A to improve its aerodynamic performance. Full fuel allows the Chancellor 414A to fly for roughly four and a half hours, IFR reserves included, and has enough load leftover to carry six standard passengers, and not a pound more. Takeoff distance (50) 2,220. Send feedback comments to the EUROCONTROL Training Institute. Cessna Country: United States Manufactured: 1961 to: 1985 ICAO: C185 Price: US$.32 million (2019) Performance Weights Dimensions Avionics: Engine: 1x Continental IO-520-D Piston Power: 300 horsepower Max Cruise Speed: 145 knots 269 Km/h Approach Speed (Vref): 49 knots Travel range: 720 Nautical Miles 1,333 Kilometers Fuel Economy: Service Ceiling: Aircraft of similar configuration, age, and role include the Beechcraft Queen Air, AeroCommander 690, Piper Cheyenne, Beechcraft Duke, and the Piper Pa-31 Navajo. Among the most popular mods are the RAM Aircraft Corporation engine swaps. CESSNA, V2 (IAS) Interested in buying this aircraft click here. Ownership and operating costs. }googletag.cmd.push(function() { googletag.display('inline'); });288All told, Cessna built nearly 1000 of the airplanes-roughly a 50/50 split between early tip-tanked 414s and wet-wing 414A Chancellors-during 16 years of production. Plane and Pilot expands upon the vast base of knowledge and experience from aviations most reputable influencers to inspire, educate, entertain and inform. ( The standard aviation insurance all aircraft owners take is liability coverage, while hull coverage is optional. . The pressure of the cabin is usually around 8,000 ft but can be less according to how the system is set up. 100 Even with aging aircraft and occasional engine-related issues, the 414A offers a large cabin, the comfort and convenience of pressurization and the performance and safety of turbo charging. Improved version CESSNA 414A Chancellor (appeared in 1978) with bonded wet wing, without tip tanks. Derived from the Model 411, the Cessna 401 and 402 are essentially the same aircraft put to two different uses. One of the most important came in 1973, when . One of the most important was the switch in 1979 to TSIO-520-NB engines, which have improved crankshafts. Cessna 414 Performance & Handling Cited as an excellent IFR platform, you'll guess the control forces on the 414 are heavy and stable, yet a great design means only minor trim changes are needed when extending landing gear or flaps. kts, ROC The factory tends to be much pricier than third-party garages that overhaul your engine. Winglets aid climb and cruise speeds. The landing gear was replaced, using the simpler system from the Cessna 414. Most accidents involve weather or overloading. 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. 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. Buyers should be looking carefully for compliance. m, MTOW fitness for any purpose is made or implied. The prices range from low-hour models with less than 4,000 hours TTAF, which are selling for just over US$385,000, while older aircraft from the early-1970s will sell for approximately US$150,000. Operating Costs. Answer: IFR means Instrument Flight Rules. Takeoff distance (50) 2,010. Im required to attend an approved school for recurrent training. Fuel transferred too early is pumped overboard. The 414 is a reasonably sophisticated, older, twin-engined aircraft, and if not managed and maintained appropriately, maintenance costs can spiral. 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. text-align: left; ft/min, IAS List price was $138,000 (thats over $740,000 in 2007 dollars)-$35,000 less than the Duke and some $50,000 less than both the 421 and Pipers P-Navajo. Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. It had basically the same tail and wide-oval fuselage as the 421B, and the 401s wing. The gear system of the 414A is easy to maintain, with one spot to watch: When assembling the center bolt on the main landing gear scissors, the correct washers must be installed in the correct sequence or the bolt can pull out, allowing the main gear wheel to turn sideways. Standard usable fuel capacity of early 414s was 100 gallons (50 in each tip tank). Much has been written about the 414s, but its no big deal. It did away with the extremely complicated and troublesome fuel system of the previous generations and replaced it with wet-wing fuel tanks that were 4.50 ft (1.37 m) longer and held 213 gal (968 l) total. ) kt, MCS Engine and aerodynamic modifications abound for the 414. The engine is notorious for cracked cylinders and therefore requires periodic inspections. Stall mph cabin is separated from the passenger compartment by a divider. FL STOL kits can also be purchased to help reduce the field length of the aircraft. 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. There are several good training programs available to help keep 414 pilots in top form, something we feel to be quite important as, while the accident rate is low, the accidents seem primarily to occur on amateur flown airplanes and involve judgment errors on the part of the pilot rather than anything wrong with the airplane.HISTORYCessna borrowed components from existing 400-series airplanes to come out in 1970 with a model to bridge the price gap between unpressurized and pressurized twins. At 11,350 feet, the 414's single-engine service ceiling is below average, but, at 19,850, the 414A is tops in its class. by Its an $800 part. In airplane engines, turbochargers are popularly used to achieve forced induction. 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. Though its Continental engines could maintain their rated power at higher altitudes, Cessna implemented manifold pressure limitations above 20,000 ft (6,096 m) to prevent excessive engine temperatures. With the RAM IV, useful load is over 2100 pounds, which enables one to carry full fuel plus 900 pounds. All rights reserved. Compared to its biggest competitors-the 421 and Duke-a 414 provides a more room than the Duke, as much as the 421, travels a little slower, but does so more economically.MAINTENANCEEnsuring 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 current concern is with wing spar cracking in high-time airplanes; with a series of ADs calling for inspections and modifications to the spar-compliance is expensive. STANDARD DATA: ( 411) Seats 6-8. Range 489-1,242. 1100 These aircraft were called the 414 Chancellor. Engines two 340-hp turbocharged Continentals. - Features that would be useful to you. Would like to understand why. If you opt to go for a rebuilt engine from Continental will save you $6,000, for a total price of $54,000. Electronic prop synchrophasers became standard equipment in 1976, when two versions of the airplane were put on the market: a bare-bones 414 and a 414II, which came with an assortment of ARC 400-series avionics equipment.That year, most limiting and recommended airspeeds were boosted a few knots (except Vmc, which was lowered from 84 to 82 knots), and the -J engines were replaced with TSIO-520-Ns. 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. Once it reaches the cabin it is compressed enough to create an atmospheric pressure that mimics the desired altitude. 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. The top of the line for the 414 is the series VI. Frequently, a a buyer makes assumptions that arent correct. Landing Distance: 4000 ft; Performance. 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. The original 414 was developed out of the fuselage of the Cessna 421 and of the wing of the Cessna 401. 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. Loading must be watched carefully to avoid going out of the rear CG limit. Takeoff distance (50) 2,175. 414's will typically haul 5 people plus bags and full fuel. The landing gear is the standard electromechanical system that is on all tiptank twin Cessnas. 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.
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