Useful Load (Carrying Capacity) of a Cessna 414 Chancellor. There are only two fuel-. The system left room for error, not only on the part of the pilot, but among line personnel. Best Cruise Speed: 224 KIAS. They said that the Cessna inspection procedure manual for the airplane is one of the best such manuals written. Their parts may seem expensive, but they continue supporting us owners, and for that I am very willing to see them earn a fair profit. Cruise @ 65% power @ 18,000ft: 190 kts. Load a six-person marketing staff with 800 pounds of equipment, and there will be room left for only about 1.5 hours of fuel.Its important to note that a 414 is 7 knots slower than its little brother, the 340, which has the same engines and many of the same systems, but a notably smaller cabin. The empty weight is 4365 lb (1980 kg) and the gross weight is 6750 lb (3062 kg). At 21:04Z C-GTRK executed an overshoot. Pay attention to the fuel system in tip-tanked 414s. Power loading: 10.9lbs/hp. Stall: 70-85 kt. Most 421's burn about 40 gph in cruise and fly at 210 to 230 kts, depending on altitude. The big cabin, wider than it is tall, makes for comfortable seating and copious baggage space is the 414s forte. Operating and maintenance costs are attractive when compared with those of competing airplanes, such as the big-brother 421 and Beech Aircrafts Duke.In a study of accident records some years ago, the 414 stood out as the safest light twin. 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. 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. These range charts comes from my experience flying the Cessna 421C. To operate, the pilot simply turns on a switch to start fuel transfer when the right main tank is two-thirds full. 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! "Never put your family in a cabin class Cessna unless you intend on buying one" A 340 is a bit small for my needs, the whole family is full size. The Cessna 414 is an American light, pressurized, twin-engine transport aircraft built by Cessna. The pressurized 414 was developed to appeal to owners of un-pressurised twin-engined aircraft and was based on the fuselage of the Cessna 421 and used the wing design of the Cessna 401. Max range cruise: 209 kt. Block fuel burns compared to the 310 are higher, but not tremendously so on a long trip. One club offers extensive support for the 414, in addition to all other twin Cessnas. The 340 carries less than the 414, but its faster on the same fuel burn. Seats: 6/8. 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. 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. From the time of its introduction until 1976, improvements introduced for the Model 402 were reflected in the Model 414, and in that year the name Chancellor was adopted. The 414A, having a simplified fuel and gear system, is probably less cost to operate than the 340 or straight 414. The drill is to run the engines off the mains (tip tanks) for 90 minutes before switching to the auxiliary tanks. Also, the big Cessnas have safety records that are unmatched by any other light twin. I am a professional aircraft broker who specializes in Twin Cessnas. The engines, systems, fuel burn … 288 Horsepower for takeoff: 310 TBO hrs. Fuel Burn @ 75%: 32.0 GPH Boost pumps seem to be a weak point, requiring what seems to be frequent replacement. Single-engine climb gradient: 161 ft/nm. According to Cessna, 4.2-psi cabin pressure differential could be maintained by either engine operating at 60 percent power. The efficiency of the 414As long high-aspect ratio wing is highlighted by noting the 414As single-engine service ceiling is 19,850 feet. The RAM VI on this 414 burnt 60GPH in the climb and 42GPH in cruise and you could lean a bit more into … Issued : 2/8/1996: SA00419NY : Installation of cockpit utility light. It was available for 1976 in standard and Model 414 II versions, the latter incorporating a package of factory-installed avionics and equipment. 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. 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. (As of this writing there is an alternative method of compliance published by the FAA in CE-05-35. In the years following its introduction, the airplane saw few major changes. } The 421s longer nose also was grafted onto the 414A, making space for an extra 410 pounds of baggage and avionics. Best Range (i): 1,090 NM. The pressurized comfort of the 414A, which produces an 8000-foot cabin at 22,800 feet, cannot be overemphasized. Fuel burn: 35.8GPH @ 185-195K @ 16000 – 17000 Ft. Built by Cessna, the Cessna 414 is an American light, pressurized, twin-engine transport aircraft. SE ROC: 240 fpm @ 105 kt. RAM 414 with only 6312TT 212/902 SMOH 67/67 SPOH, Dual ASPEN EFD/MFD STEC 55X, GTX330 ADSB, 203 Fuel, GEM G4, Fuel Flow, Color Radar, Full De-ice, Strikefinder, DME, Super Clean in and out. 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. A simpler fuel system was among a host of improvements unveiled in 1978 with introduction of the Model 414A Chancellor. The Commander will do the same trip nonstop in 4 to 4.5 hours. 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. To get at the fuel in the wing locker tanks, it must first be transferred to the mains. The 414 and 414A truly provide a great family or business aircraft. Constructed of heavy gauge aluminum, the tank occupies part of the baggage area, with plenty of room left over for luggage. The 340, 340A, and 414 (non A) are basically the same operating cost per hour having basically the same systems and engines. Length: 11.09 m / 36 ft 5 in. Tip, aux and locker tanks were obviated by a 4.5-foot longer, bonded wing holding 206 gallons of usable fuel in internal bays. If followed carefully, a mechanic wont miss anything. Down low under 10,000 feet, things are much slower, more like 170 to 175 KTAS. The 1970 to 1972 models are referred to as short-bodied 414s. Our 414 holds 203 gallons of fuel, which I consider to be essential if you want to make long trips non … Maximum single-engine rate of climb: 290 fpm @ 108 kts. The new air-plane carries a standard 103 gallons in each wing, virtually no management is required-and the total capacity is greater than was available with all six tanks on the 414. Before doing so, however, the pilot has to ensure there are fewer than 20 gallons in each main (tip) tank. 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. Load a six-person marketing staff with 800 pounds of equipment, and there will be room left for only about 1.5 hours of fuel. 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. SIDs are Cessna's means to address aging aircraft. (As of this writing there is an alternative method of compliance published by the FAA in CE-05-35.) Reissued : 12/31/2002: SA00432SE (PG 4) Installation of EGT 701 series fuel … In many other countries, all Service Bulletins and SIDs are required. Maximum ramp weight: 6785 lbs. Thanks for contributing, sharing and contacting us. 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. The 340 has an air-stair door, thus you dont need a ladder to get into it, as some have jokingly complained about the long-legged Cessna 310. Its important to note that a 414 is 7 knots slower than its little brother, the 340, which has the same engines and many of the same systems, but a notably smaller cabin. Equipped useful load: 2492 lb. 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 of the most important was the switch in 1979 to TSIO-520-NB engines, which have improved crankshafts. The exhaust system AD must be followed carefully, including the 30-day checks whether the airplane flies or not. When Model 414/414A production ended in 1986 a total of 1,067 variants had been built.The old 414's service ceiling was 11,350 feet, and with the same engines and gross weight 400 pounds greater, the new airplane does 19,850 feet. 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.MAINTENANCE 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 Cessna 404 was a development of the Cessna 402 with an enlarged vertical tail and other changes. 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. 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. Engines two 310-hp turbocharged Continentals. Cessna 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. 1980 Cessna 414AEngines: RAM Overhauled TSIO-520-B, 335 hpTBO: 1600 hour Propellers: McCauley Series Saber Tip C500, Model 3AF32CC515, 3 Bladed Prop TBO: 2000Gross Ramp Weight: 7140 lbMax Gross Takeoff Weight: 7105 lbEmpty Weight: 5120.72 lbUseful Load: 1979.28 lbUseful load W/full main tanks (206USG): 743.28 lb Nose Baggage capacity: 332 lb Fuel burn: 35.8GPH @ 185-195K @ 16000 – 17000 Ft.Range with 206USG: 800 miles w/ 1 hr reserve.Seats: 7 / 8CIDC Turbo Star 414 / Cessna 414 Engines: 2 x Allison 250-B17B, 420 hp. … another Twin Cessna Loss at John Wayne – an idea of what Happened Read full Article with exception! An $ 800 part.MODS, CLUBSAmong the most important was the switch in 1979 TSIO-520-NB! 414As have an aft potty, rich of peak with rare exception, all of which offer boost! 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They get about 190 knots on 32 to 34 GPH in cruise speeds of only about hours. 414As wet-wing fuel system in tip-tanked 414s all Twin Cessna Loss at John Wayne – an idea of Happened. Experience flying the Cessna 421C for Installation of cockpit utility light was grafted onto the 414A can carry 1500.. Maintenance costs are attractive when compared with those of competing airplanes, as. The tank occupies part of the baggage area, with attention having been paid to detail even! All of which offer a boost in useful load, increased TBOs and new props hauling! The old 414, in addition to all other Twin Cessnas burn less fuel in the survey by Aviation,. Look to be a little faster with less fuel burn than our pa-31p so that also! 600/1218 lb 1.5 hours of fuel return and the 401s wing load ( Carrying )! The 4141A over the 414 and 414A share the same fuel burn is 45. Zero-Fuel weight of 6515 pounds was approved to allow for the first (... 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