PERFORMANCE: Top mph 273. The figures show that the demand for Dakotas has increased causing prices to rise by about 40 percent. Among the most popular mods are the RAM Aircraft Corporation engine swaps. 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. The Chancellor replaced the former 414 in 1978 and offered a new level of payload performance, range, and fuel efficiency. Please send us your experiences on your aircraft. It had basically the same tail and wide-oval fuselage as the 421B, and the 401s wing. Before doing so, however, the pilot has to ensure there are fewer than 20 gallons in each main (tip) tank. STANDARD DATA: ( 411) Seats 6-8. In the years following its introduction, the airplane saw few major changes. We use cookies to help you get the best experience when using our website. AOPA. Fuel burn is the same, 34 GPH in cruise at all altitudes, with the RAM VII at 69 percent. The 414 is a low-wing cantilever monoplane with a conventional tail section and a retractable tricycle undercarriage. The 401, introduced in 1966 and discontinued in 1972, was basically designed as a medium to . If the insurance includes additional hull cover for US$225,000, the annual premium for the experienced pilot will be between US$4,400 to US$5,800 per year, while the lesser experienced pilot can expect US$5,700 to US$12,000 per year. Buyers should be looking carefully for compliance. However, it isnt just an engine swap. They are the Cadillacs of the piston line, with attention having been paid to detail; even on an288airplane 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.The big cabin, wider than it is tall, makes for comfortable seating and copious baggage space is the 414s forte. The Chancellor is a popular aircraft, so it has an extensive range of aftermarket parts and modifications. The displacement and power output remained the same, but the manifold pressure was increased from 36 hPa to 38 hPa. Performance specifications Horsepower: 2 x 375 HP Best Cruise Speed: 241 KIAS Best Range (i): 1,197 NM Fuel Burn @ 75%: 47.0 GPH Stall Speed: 74 KIAS Rate of climb: 1,940 FPM Rate of climb (1 engine out): 350 FPM Ceiling: 30,200 FT Ceiling (1 engine out): 14,900 FT Takeoff distance: 1,786 FT Landing distance: 720 FT Tip, aux and locker tanks were obviated by a 4.5-foot longer, bonded wing holding 206 gallons of usable fuel in internal bays. Fuel capacity 202. This piston engine is a six-cylinder, horizontally-opposed, direct drive, turbocharge, air-cooled, and fuel-injected type that produces a maximum thrust of 310 horsepower each. 6,165: 6,165: SOURCE: Sources. The maximum takeoff weight went up to 400 pounds to yield a higher useful load. Best Cruise: 229 KIAS Lightly loaded and at economic power settings, expect to get almost 1,300 nautical miles of range. As we saw earlier, average prices sit between US$230,000 to US$280,000, yet highly modified and maintained aircraft command twice those figures. GlobalAir.com is your partner in connecting you with relevant information and resources. Ceiling 26,180. Once in service the airplanes became popular as workhorses for small charter and corporate flight departments, as well as comfortable transports for private owners. ft/min, IAS 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. 6,200: 6,430: Zero Fuel Weight - lbs. The 414A, aka Chancellor, was introduced in model year 1978 with the last built in 1985. The new engine also has a TBO of 2,000 hours, which is a 600-hour increase from stock. 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. 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. 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. On the flip side, when fully loaded with eight passengers and baggage, there will be enough space for barely two hours of fuel. 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. Pilots with less experience can expect this range to rise to between 1,100 to 1,600 per year. A $153,750.00 loan over 10 years including $640.62 per month in interest equates to a $7,709.60 per-month payment. Otherwise, the periodicity is 1,600, or 200 hours depending on the mod state. Americas owner-flown aircraft enthusiasts and active-pilot resource, delivered to your inbox! 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. To offset the reduction of performance because of the weight increase, the wing area was increased by 30 ft (2.78 m). Oh, and the aft toilet. To get at the fuel in the wing locker tanks, it must first be transferred to the mains. This means the aircraft will burn around 17 gph (64 lph) per engine at 65% power and FL250, which is enough to get you cruising at around 202 KTAS (232 mph / 374 kmph). Ball at 219-749-2520. 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 Cessna 414 is an American light, pressurized, twin-engine transport aircraft built by Cessna. m, MTOW Retrieved October 5, 2021, from https://www.globalair.com/aircraft-for-sale/Specifications?specid=971. Its a combination of the airstair door, large cabin, air conditioning, abundant baggage space, large picture windows, pressurization and -not to be discounted-the potty! ft/min, ROC Copyright 2023 Aviator Insider | A Topsail Media Company | Powered by Astra WordPress Theme. Annual inspections, repairs and pre-buys must be conducted by specialists. 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! On November 1, 1968, the prototype registered N7170C, conducted its maiden flight. The Chancellor 414A has an impeccable safety record. The change allowed the engine to produce 310 hp (228 kW) at 2700 RPM from sea level to 20,000 ft (6,096 m). 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. A ramp weight of 6785 pounds was approved to allow for the consumption of six gallons of fuel during start, taxi and runup. It is capable, comfortable, and performs well. Its the third model in the Chancellor line and the successor to the Cessna 414II. 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. There are several problems that the 414A has. 2023 GlobalAir.com. The design of the Cessna 414 was to bridge the gap between their unpressurized twin, the Cessna 402, and their pressurized flagship, the Cessna 421. Heres an even more interesting thing-normally, the RAM engines want to gulp down 19 to 22 GPH a side at higher power settings. NM, ROD (See www.ramaircraft.com. With the same fuselage as the 421, the 414 was roomy with huge baggage space. One of the most important came in 1973, when cabin length was increased 16 inches and a fifth side window was installed. The original 414 was developed out of the fuselage of the Cessna 421 and of the wing of the Cessna 401. As has often been said, Cessna really got it right with the 414/414As. It is the first turboprop-engine aircraft designed and manufactured by Cessna in the 1970s. Those owners who try to operate an aircraft like the Cessna 414 on a shoestring are pursuing false savings. Despite that, cylinder head cracking has been a persistent problem for the -N and -NB engines (as well as for other IO-, TSIO- and GTSIO-520s). Initial climb rate 1,900. It featured major modifications, including a restructured and increased wingspan, incorporating integral fuel tanks, and a stretched nose to allow more space for baggage. PERFORMANCE: Top mph 297. Specs, range, speed, operating weights and performance for the Cessna 340 here. The drill is to run the engines off the mains (tip tanks) for 90 minutes before switching to the auxiliary tanks.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. The owners of Cessna 414As have mixed reviews. It's the third model in the Chancellor line and the successor to the Cessna 414II. [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. 2 x 310 HP Continental TSIO-520-NB turbocharged piston engines with 3 blade propellers. The 414A can be upgraded with the usual performance boosters such as vortex generators, which are highly recommended. The older 414s are known as the short-bodied models. Given the popularity of the 414 series, its fair to say that if you need a modification, you can find it. It has a service ceiling of 14,700 feet and a climb rate of 715 feet per minute. kt, MCS Cessna made the most significant changes to the Chancellor when it introduced the 414A. Plane and Pilot expands upon the vast base of knowledge and experience from aviations most reputable influencers to inspire, educate, entertain and inform. Answer: TBO means Time Between Overhaul, which is the manufacturers recommended running time, in hours or calendar time, before overhaul. I use SimCom. Although not required on my serial number for many thousands of more hours, I had the spar strap mod installed and I cant emphasize enough how happy I am that I did it. kts, ROC margin: 0 auto 0 0; Although the 414s have a huge cabin-class interior, the stock airplane has never been a tremendous load hauler. Down low, performance is nothing to write home about, but get those superchargers working at altitude, and youll see some decent cruise speeds at acceptable fuel flows. 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. Replacing the cylinder heads requires money and time, which will increase your engine overhaul costs by $6,000 bringing your grand total to $39,000. Each of its 620 hp has to carry 10.8 lbs, which is quite poor. MicroAerodynamics VGs provide a 350-pound gross-weight increase. 3,865. Cessna Owner Organization. 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. - Aircraft data that you believe is inaccurate or have specific experiences. The Cessna 414 is an incredibly popular pressurized cabin-class twin, with almost 650 registered in the US alone. }.tdi_115.td-a-rec-img img{ According to Hangar 67, a very high-time 1979 model year 414A was recently sold at $129,900, which is the lowest price we have found. By all accounts, vortex generators reduce Vmc and stall speeds. 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. By. The leaking exhaust gases can make the engine rails crack, a component that is extremely expensive to replace. 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. Range 489-1,242. The big cabin, wider than it is tall, makes for comfortable seating and copious baggage space is the 414s forte. Another great resource is the Cessna Pilots Association, it offers a monthly magazine, forums, technical information, and even training. What a difference! When it comes time to overhaul the engine, the cylinders might have to be replaced, and a new set of Continental brand cylinders cost roughly $5,000 depending on the supplier, whereas an off-brand set costs around $2,000. Sign in to continue reading, By Plane and Pilot Updated February 6, 2016 Save Article. However, thanks to GAMIjectors and the graphic engine monitor, I can set the fuels flows at 13 to 14 GPH (thats not a typo) at altitude, watch the TAS sink to 195 KTS and drive the aircraft for nearly seven hours. Controls consisted of on/off/crossfeed valves and a fuel flow computer/indicator was added. kt, Ceiling Fuel capacity 202. Fuel capacity 102-207. All aircraft, engines, and components have type certificates that approve their use. 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. In 1979, the 402s received a new wing, with a 5 feet (1.5 m) greater span. 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. 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. Much has been written about the 414s, but its no big deal. } 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 addition to the bare-bones model and the ARC 400-equipped 414AII, there was a III version with ARC 800- and 1000-series avionics, a Bendix RDR 160 weather radar and 100-amp alternators. https://www.aviationconsumer.com/aircraftreviews/cessna-414-chancellor/(N.d.). Already a member? 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. Even though Cessna Chancellor 414A has a good safety record, the earlier 414s and their complicated fuel system have caused a few scares, the most recent one in 2018. The package that gives the 414A the most significant boost in performance is the series V upgrade. The popularity of the aircraft ensures that there are enough aftermarket parts that can be bought if used parts are unavailable. Takeoff distance (50) 2,220. To reach a cruising speed of 214 KTAS (246 mph / 396 kmph) 75% power is required, which will cause the 414A to burn around 19 gph (72 lph) per engine. Owners speak of the 414s smoothness, stability, and ease with which you can trim the aircraft out. The nose baggage compartment of the 414A made CG juggling easier.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. 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. ft/min, IAS Answer: An aircrafts service ceiling is defined as the height at which the aircraft cannot climb at a rate greater than 100 feet per minute. Landing distance (50) 1,790. 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. It had basically the same tail and wide-oval fuselage as the 421B, and the 401s wing. 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. The top of the line for the 414 is the series VI. And $34,235 for fixed costs such as insurance. Takeoff distance (50) 2,010. 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. So newer, more powerful engines with stronger components and increased aerodynamics all of which boost performance greatly and increase the value. One of the most distressing issues the Cessna 414A has is cracking along the forward wing spars. When we look at the power loading of the aircraft, the why becomes obvious: weight. Introduced in 1978, the Cessna 414A or more commonly known as the Cessna Chancellor III, is a pressurized, twin-engined aircraft, with retractable landing gear. 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. Range 1,284. The two main tanks were essential sections of the sealed wet wing. The original 414 aircraft retailed at US$138,000 in 1970. While bad quality procedures in Wichita back in 1979 had probably caused my problem, the current staff at Cessna really impressed me with their efforts to help save this 27-year-old ship. text-align: center; The turbocharger is connected to both the exhaust and intake manifolds of the engine.