Insurance costs have equaled $7000 per year for the last couple of years for $1 million smooth with a hull value of $350,000. Many accidents that occurred after engine failures involved airplanes loaded far beyond the maximum gross weight and flown improperly with a failed engine (for example, with the gear and/or flaps down). Prices can vary greatly, depending on modifications and equipment. Fuel Burn @ 75%: 38.0 GPH. (As of this writing there is an alternative method of compliance published by the FAA in CE-05-35. However, only upon acquiring the 414 did I finally attain my goal-virtually complete independence from the airlines for domestic travel. Not a member? 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. 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. Auxiliary fuel pumps are located outside of the tanks. (RVSM rules have generally limited 414s to 28,000 feet.) The availability of modifications is another reason buyers may prefer the 414 over some of its competitors. Optional auxiliary and locker tanks were available to boost usable capacity to 180 gallons, then to 203 gallons in 1973.The fuel system in early 414s is complex, especially with wing locker tanks installed and proper fuel management requires attention to detail. The addition of vortex generators eliminates VMC, say the VG manufacturers. RAM also makes winglets and vortex generators. The 16 inches of extra length and the added side window do not directly mean much, but short-bodied 414s rarely have the typical cabin-class size refreshment center nor a potty. Go figure. 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. 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. 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. I have had my share of problems with turbos, turbo controllers, cylinders and cracked cases. Owners of 414As can opt for the series V conversion, which includes Continentals 350-HP liquid cooled Voyager engines, which have a TBO of 2000 hours. Although the 414s have a huge cabin-class interior, the stock airplane has never been a tremendous load hauler. They are the Cadillacs of the piston line, with attention having been paid to detail; even on an I own a 1978 Cessna 414A which I acquired in 1989. Fuel Burn at 75% power in standard conditions per hour, 197.4 lbs. Tip, aux and locker tanks were obviated by a 4.5-foot longer, bonded wing holding 206 gallons of usable fuel in internal bays. An AD issued in 1986 requires cylinders to be pressure-checked for leaks every 50 hours until the engine has amassed 500 hours.Four different pressurization systems were offered during the run of the 414A, so its essential that the maintenance technician working on a pressurization glitch confirm which system by aircraft serial number.PERFORMANCE, LOADINGService ceilings are above 30,000 feet, but few owners fly that high. One owner reported discovering mis-drilled holes in the spar of his airplane when it was opened up to install the spar strap: ADs 2005-05-52 and 2005-12-13 are current. The aircraft has a maximum operating altitude of 30,800', a normal cruise speed of 203 KTS/234 MPH, and a 705 NM/811 SM seats-full range. The deice light on the panel illuminates only very briefly when the pneumatic deicing system is activated and only indicates that theres pressure to the tail boots. I usually see 190 knots TAS in the teens and on a good, cold day, 200 to 205 knots in the low 20s. Pressurization differential was increased to 5.0 PSI to enable the airplane to maintain cabin altitudes of 10,000 and 11,950 feet at cruising altitudes of 26,500 and 30,000 feet, respectively. Six seats were standard; a seventh was available as an option. An AD issued in 1986 requires cylinders to be pressure-checked for leaks every 50 hours until the engine has amassed 500 hours. 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. Down low under 10,000 feet, things are much slower, more like 170 to 175 KTAS. Specifications Cessna 414 / 414A Chancellor. For example, the 414 may be powered by a standard 310-HP engine, a 325-HP RAM Series IV or a 335-HP RAM VI or VII. The engines were adapted from those used on the 401 and 402 models-the differences were intercoolers and provisions for bleed-air cabin pressurization. In response, the market for these airplanes is quite active. Aux. (See www.ramaircraft.com. (See page 25 for an abbreviated AD list.) Membership in and attending the Twin Cessna Flyer Organizations Pilot Seminars should be required. To get at the fuel in the wing locker tanks, it must first be transferred to the mains. The last of Cessnas cabin-class piston twins, used 414s and Chancellors are much in demand as owner-flown business and personal aircraft. As has often been said, Cessna really got it right with the 414/414As. With Robertson STOL add 15-20 hours plus $300 parts. 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 Achilles heel of the airplane for me has been the cabin heater. Limiting speed for the extension of 15 degrees of flap was raised from 164 to 177 knots; V lo and V le were increased to an impressive 177 knots, from 143 knots. A ramp weight of 6785 pounds was approved to allow for the consumption of six gallons of fuel during start, taxi and runup. Cessna's 414 is among a large group of aircraft headed for extinction. Although you could fly for about 1,100 miles, you would be able to bring only two friends and a few bags. One of the most important was the switch in 1979 to TSIO-520-NB engines, which have improved crankshafts. 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 top of the line for the 414 is the series VI. With full tanks-enough fuel for nearly 4.5 hours with IFR reserves-a well-equipped Chancellor will have room left in its weight-and-balance envelope to accommodate six FAA-standard people with their toothbrushes. Speed (23,000ft) 22gph/engine 75%- 227 kts This entry was posted in Piston Twin For Sale and tagged aircraft for sale , Cessna C414A , cessna for sale . The 414 has the capacity for 1-2 crew members and up to 8 passengers. Passengers will like the 414's spacious cabin. Distinguishing features are: retractable landing gear and three-bladed, constant speed, fully feathering propellers. We offer this aircraft as exclusive broker … Browse a wide selection of new and used CESSNA Aircraft for sale near you at Controller.com. Combining spacious cabins and relatively small, efficient engines, the 414 series can carry lots of fuel or a small crowd with their belongings but not both. The system left room for error, not only on the part of the pilot, but among line personnel. The airplane has a 28-volt, negative ground, direct current electrical system powered by an alternator on each engine and a 24-volt battery. The engines are Continental Model TSIO-520-NBs and are rated at 310 horsepower each. All told, maximum useful load was boosted about 200 pounds and an eighth seat was added to the options list. The pressurized comfort of the 414A, which produces an 8000-foot cabin at 22,800 feet, cannot be overemphasized. 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. 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. Among the most popular mods are the RAM Aircraft Corporation engine swaps. It can fly six people on a 2-hour trip in a comfortable pressurized cabin or it can fly two people some 1,200 miles. 1070 aircraft were produced from 1968 to 1985. Tip, aux and locker tanks were obviated by a 4.5-foot longer, bonded wing holding 206 gallons of usable fuel in internal bays. 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.Beginning in 1978, Cessna offered three basic equipment packages. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Empty Weight: 4039 lbs. Pressurization differential was increased to 5.0 PSI to enable the airplane to maintain cabin altitudes of 10,000 and 11,950 feet at cruising altitudes of 26,500 and 30,000 feet, respectively. Ball at 219-749-2520. The 414 won't be considered a spirited handler by any pilot. Its an excellent idea, regardless of how much time you have. So, if its just pressurization youre looking for and youre going to be flying with only another person or two aboard, you might want to look at the 340 for a personal hot rod. Much has been written about the 414s, but its no big deal. MicroAerodynamics VGs provide a 350-pound gross-weight increase. Cruise Speed: 376 km/h: 203 kts 234 mph: max. Cessna 400 Series Installation Time: 40-45 Labor hours. 19 sec. The cruise speed at 75% is 225 knots and the stall speed is 70 knots. Fuel transferred too early is pumped overboard. It is a six-cylinder, horizontally-opposed engine with an overhead-valve, TCM fuel injection system, and air-cooling system. Gross Weight: 6350 lbs. This website contains many older reviews. Cessna 414. The maximum speed is 235 knots (271 mph, 436 km/h). Of course, any airplanes safety depends a great deal on the proficiency of its pilots. Weather in this area of the country has temporarily shut down businesses for the foreseeable future. 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. 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.Engines were 310-HP Continental TSIO-520-Js, and propellers were three-blade McCauleys. The 1973 to 1977s are the long bodies. Once above 12,000 feet, the 414's turbocharging begins to ratchet up the speed, and at FL 250, Cessna claims 224 knots at 75-percent power. If followed carefully, a mechanic wont miss anything. All told, maximum useful load was boosted about 200 pounds and an eighth seat was added to the options list. 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. 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! Also worth joining is the Cessna Pilots Association (www.cessna.org and 805-934-0493). A simpler fuel system was among a host of improvements unveiled in 1978 with introduction of the Model 414A Chancellor. The engines began life with a TBO of 1,400 hours, which was later extended to 1,600 hours; but, according to many owners, the 1,400-hour figure is a more accurate estimate of the engine's lifespan. A ramp weight of 6785 pounds was approved to allow for the consumption of six gallons of fuel during start, taxi and runup. What a difference! The wing lockers are also useful for baggage and/or auxiliary fuel tanks. This airplane is certificated in the normal category. If you’re already operating a reciprocating single or twin, the 700’s turbine-like performance and economical operating costs will definitely surprise you. A 414A RAM Series VII with Winglets (AW) will compete in many ways with a 421C. With its bigger nose and lockers, the 414A can carry 1500 pounds. Maintenance costs vary from year to year, but $300 to $350 direct per hour is a good estimate for the 125 to 150 hours per year I fly. This is a beautiful 1974 Ram VII Cessna 414. True airspeeds down low are no better — in some cases worse — than many normally aspirated light twins, while fuel flow is much higher. 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. I cannot count the number of heater failures I’ve suffered over the years and the number of maintenance folks who have done their best to help me. 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. After the Chancellor debuted, there were few further refinements. 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. 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. Once in service the airplanes became popular as workhorses for small charter and corporate flight departments, as well as comfortable transports for private owners. 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. We highly recommend them. When told to “top off the mains,” a line person may not realize that the mains are the tip tanks and will fuel only the aux tanks. Control forces are heavy but rock solid — good for an IFR airplane. During that period, I have exchanged two sets of engines (RAM IV), two props (one new set), two paint jobs, an interior and updated the avionics. Also, the big Cessnas have safety records that are unmatched by any other light twin. 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. I have split my time about equally between the RAM IV 325-HP engines and the RAM VII 335-HP engines and Scimitar props that I had installed when the RAM IVs hit their TBO. Given the airplane's average of logging 200 or more flight hours per year, aircraft owners should have complied with most of the engine ADs or service bulletins, such as those requiring replacement of crankshafts made via the airmelt process.
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