Internal parts get similar treatment: Connecting rods and pistons assemblies (including rings and pins) are weighed and grouped into narrow weight categories. CESSNA CONQUEST II Turboprop Aircraft For Sale - 14 Listings | … The 425 was introduced in 1980 and was a derivation of the Cessna 421, powered by two 450 hp (336 kW) Pratt & Whitney PT6 engines. Both models were rated at 310 hp at 2,700 rpm. Another great benefit of owning a 414 is the availability of simulator training through FlightSafety International and SimCom Training Centers. In addition to all new paint, interior, and avionics — very little was left from the donor, save for the airframe and basic systems — Stuber had RAM apply the latest Series VII modifications. Aircraft Owners & Pilots Association Find it free on the store. With the RAM overhaul you also get a heavy crankcase with the so-called seventh-stud modification; this provides another cylinder hold-down point and has proven effective in reducing case cracking. New Fuel Filter 15. Then it has to be installed, so the whole thing will probably cost at least 300k + the C-172 itself. In comparison to the King Air C90 "the result was an $875,000 pressurized twin … But RAM doesn't exactly unbox the new cylinders and slap them on an engine. Obviously, RAM makes the most of this new-technology turbocharger. According to accident reports compiled by the AOPA Air Safety Foundation, there were 46 accidents involving 414s between 1983 and 1993. The availability of modifications is another reason buyers may prefer the 414 over some of its competitors. 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. Moreover, the airplane feels as stable and solid at FL250 — actual density altitude near 29,000 feet — as at lower altitudes. Almost every RAM conversion starts at the factory's 70,000-square-foot facility, located on Waco Regional Airport. Stormy takeoff and flight in Cessna Turboprop. One man builds each engine, start to finish, and the pace at which he works seems more efficient and relaxed than harried. Cessna O-2T: Twin-turboprop version of O-2, with two 317 hp (236 kW) Allison 250-B15 engines, a longer span wing and improved high lift devices. CESSNA Turboprop Aircraft For Sale 1 - 25 of 122 Listings. Photos of pristine street rods or custom motorcycles adorn many of the toolboxes. On the takeoff, Allmon suggests running the engines to a nominal power setting of about 30 inches, to make sure that the fuel flow has stabilized and that all the other parameters can be cross-checked. In fact, it's the same fuselage as that used for the turboprop 425 (Conquest I). At 65 percent, TAS averaged about 195 knots. Piston vs. This struggle to power aircraft started with the Wright Brothers and has been carried forward into our decade. These are practiced hands. Finally, a recent AD regarding recurrent inspections of McCauley three-blade propellers covers the 414 line. At one time, it seemed that there were so many names (Titan, Businessliner, Golden Eagle) and numbers (404, 402, 421) that people were easily confused unless they regularly kept their noses in the trade magazines. A typically equipped 414A has a full-fuel payload of about 500 to 700 pounds, depending on equipment. RAM's overhaul facility impresses immediately. The journey started when Stuber had RAM find and purchase for him a 1979 Cessna 414A Chancellor. Moreover, the turbo works through an intercooler 33 percent larger than the standard Cessna part, breathing through a new under-cowling scoop that separates induction and intercooler air — both the stock Cessna setup and another aftermarket scheme use one source for these two needs. Texas Turbine Conversions, Inc. has been modifying aircraft with Garrett TPE331(Honeywell) engines since the mid 90's. While it's usually desirable to keep your old cores — particularly if they have had good service history — there's so much new in a RAM overhaul that the company's bunch-processing methods should not be of concern. Airworthiness directives are limited mostly to the engines, and those tagged to the airframe should have been complied with by now. 1978 Cessna 421 Prop Jet - N71RC - Aircraft For Sale - Indy Air Sales 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. See more ideas about Cessna, Cessna caravan, Aircraft. No other pressurized single engine turbine aircraft offers a standard package that includes so many features and options. Hourly operating costs will easily reach into the $250 an hour range, so big expenses won't stop after the rather stiff acquisition costs of a late-model Chancellor. The pressurization system is kind to our ears. I don't taxi far before the realization sinks in that this airplane, despite its 2,800 hours, feels substantially like new. For the tip-tanked 414s, RAM offers a 415-pound increase through an engine/prop upgrade and the application of VGs. Handling, too, will never let you down, unlike some of the competitors with tainted reputations. However, I just have to fly them to the maintenance shops, I don't have to write the checks for them. While the industry as a whole has been moving away from chrome and various chroming processes in favor of nitrided or plain steel bores, RAM continues to be a believer. The company alone offered nine choices in new cabin-class piston twins. This high-altitude, high-temperature performance is the most dramatic demonstration of the new induction system's efficiency; the more efficient the system, the less inlet temperature rise at altitude, and hence the less manifold pressure needed to maintain a given amount of power. Try 65-percent power at this same altitude for 18.5 gph per engine and 209 KTAS; 55 percent yields 189 KTAS on just under 16 gph per side. Between them lies the model 414. Get in touch with us at (570) 836-5757 for further information. Electronics International MVP-50 Instrument Panel 8. Maneuvering for landing behind the usual string of kerosene-burners, it strikes me that, for all the added power — some 50 hp over stock — and layer upon layer of modifications, this 414 is not only docile and predictable, but even more flexible and accommodating than the stock machine. True airspeeds down low are no better — in some cases worse — than many normally aspirated light twins, while fuel flow is much higher. Stuber, CEO of AETEC, a subcontracting electronics manufacturer, didn't intend to follow a somewhat nontraditional path to airplane ownership. Fuel flow clocks in at 36 gph per engine, right on the money. Currently, tip-tanked 1970 to 1977 414s are averaging $150,000 to $220,000, according to the Aircraft Bluebook-Price Digest. No doubt there are better aircraft out there; but respectfully, this thread isn't about other aircraft, it's about the Riley Turbine Eagle and I would truly appreciate it if we could try to make that the primary focus of our discussion. Continental's TSIO-520-J powered the original 414s, while the TSIO-520-Ns pulled the 414A. Aug 22, 2020 - Explore D.B. RAM's gauges measure EGT at the collector of three cylinders, not true turbine-inlet temperature. Clean and brightly lighted, the engine build-up stalls could as well hold dentist chairs as engine stands. Leaned as per RAM recommendations, each engine chugs down 20.7 gph. Straining at the power, Stuber's 414 lunges as I release the brakes and wind the throttles up, looking for 38 inches of manifold pressure. Get the latest news on coronavirus impacts on general aviation, including what AOPA is doing to protect GA, event cancellations, advice for pilots to protect themselves, and more. New Fiberglass Cowlings 6. Why not just buy a 414 and have the work done yourself? Although the 414s have a huge cabin-class interior, the stock airplane has never been a tremendous load hauler. Still, there is always the desire to take the proverbial peg on to the next level. Cessna’s line of Citation jets, Caravan turboprops and classic pistons dominate the sky. 3-Engine Mount Isolators 12. (RAM ships some of its kits and engines for field installation, but the majority is done at home.) All other temps come down nicely — 375 degrees F on CHT and 190 degrees F oil temp. Within the 5-minute time limit, I start the first power reduction — to 33 inches, 2,500 rpm, and 27 gph per engine. We climb to 17,500 feet for the first cruise-performance check. In this case, he chose an airplane put together by RAM Aircraft, the well-known and longstanding firm that knows twin Cessnas about as well as anyone around. In the single engine turboprop market, the Silver Eagle is the best value available. With Stuber looking on and Allmon itching to show off the 414's high-altitude prowess, we set out for FL250, reaching it at an average of 800 fpm from 17,500 feet. Although you could fly for about 1,100 miles, you would be able to bring only two friends and a few bags. Prices can vary greatly, depending on modifications and equipment. That peg has been placed by Griggs Aircraft with the Silver Eagle. The 414A starts at an average of $290,000 for a 1978 model and reaches $455,000 for a 1985 airplane. Cooper's board "Cessna Turboprop", followed by 106 people on Pinterest. 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. New Engine Mount 3. That's beautiful.". Among the highlights of this package are engines overhauled to new limits that, with new-design turbochargers and intercoolers, are uprated to 335 horsepower each from the factory-standard 310 hp. Minor grinding of the ports helps to improve airflow, although RAM doesn't take as much material out of the heads as do some blueprint shops. By the time we've reached the other end of the runway — the long taxi has allowed the cabin to be cooled to a tolerable degree — the engines are well into their normal operating temperatures, although neither shows signs of overheating, despite a heavy electrical load and downwind taxiing. Stuber has, however, ordered just about every bell and whistle on the market; his 414's equipment list is comprehensive, including a three-axis S-Tec autopilot, HSI, and a raft of Bendix/King radios, including an IFR-approved KLN 90B GPS. (The upgrade from your old light cases costs $2,650 for each engine.) It's larger — 17 cubic inches against 10 cubic inches — and more efficient than the stock TH08A fitted to the 414A. My first inclination was to go new, sparing the maintenance headaches of a used airplane and secure in the knowledge that everything on the airplane should work. Market strength of the 414A was rated A+ by the Bluebook's market analysis newsletter, Marketline, this past summer, and it's likely the result of a pent-up demand for piston cabin-class twins since production ceased. Allmon suggests that the winglets really begin to shine in the flight levels. Already a member? Troubles normally associated with chrome — difficulty breaking in, for example — are overshadowed by the corrosion resistance of the treatment, according to RAM. Allmon suggests that I shoot for 75-percent power, using 30 inches and 2,450 rpm; our density altitude is nearly 20,000 feet. Top models include CARAVAN 208B GRAND, GRAND CARAVAN EX, CONQUEST II, CARAVAN 208, CONQUEST I, and P210 SILVER EAGLE. At 100 knots, I pull the 414 off the runway. One glance around the cockpit tells few tales of the RAM conversion. He's been taking notes while listening carefully to Allmon's operational suggestions. Not a member? Instead, he planned on buying new. With the Series VII, there's yet more work to be done, since the new 335-hp engines mate with a substantially improved turbo system. And those engines, despite being asked to produce a tremendous amount of power for the displacement — these are 520s, remember, not 550s — show nothing but polished behavior. The various upgrades this Waco, Texas, company has applied to the double-breasted Cessnas could fill a phone book — in all, RAM has nearly 100 supplemental type certificates (STCs) and more than 300 parts manufacturing authority (PMA) approvals to its name. He was prepared to pay for the privilege. Griggs Aircraft, as owner of the Silver Eagle STC, is here to support and maintain all aspects of your Silver Eagle experience. In 104- degree F heat, RAM Aircraft sales manager Jim Allmon and I board N174DS with Stuber in tow. The 402 has become the workhorse of the short-haul airlines and air-tour operators in real life and on the NBC television show Wings. In addition, RAM has designed and had approved a machined insert for the mouth of the compressor that smooths airflow and increases efficiency. The pilot was responsible for almost every 414 accident, and weather was a common link in the accident chain. But once accelerated to 130 knots — RAM's recommended climb speed — the Series VII posted better than 1,000 fpm. RAM Cessna 414 Series VII Conversion RAM Cessna 414 Series VII Conversion Chancellor's Choice Chancellor's Choice. The winglets are also supposed to give you a few knots at altitudes above Flight Level 200; but, in our observation, they exhibited little if any gains besides that of the gross weight increase. It is the first Inertia Separator System 9. I couldn't make the schedules I do without it. Winglets, which are said to offer improved high-altitude performance and really turn up the sex appeal, go for $21,750 installed. Stuber pauses, looks outside at his new airplane glistening in the morning sun, and says finally, "Oh, man. The Royal Turbine turboprop conversion is the latest of Conrad and Sadler’s brainchildren, and it takes as its foundation an airplane … The new model makes the same maximum power (with a 5-minute noise-related limit) on 3 fewer inches of boost than the VI, although takeoff fuel flow is slightly higher. Pulled back to 65 percent, the Series VII still manages 219 KTAS on 18 gph per engine. Over the course of five months, Stuber's company has cut checks totaling nearly $600,000 — all for a tool that Stuber has yet to see, much less put to good use. Exhaust manifold clamps and elbows have a 100-hour inspection requirement, but improved parts can be obtained through RAM Aircraft Corporation. I would guess the turboprop is at least US$ 150k, maybe 200k. Basic cost for the RAM Series VII conversion is $109,400, including installation. (RAM provides well-organized engine-operating tables with every conversion, so it's easy to find the right power setting and to have the appropriate correlating information handy — items like fuel flow and cylinder-head, oil, and exhaust-gas temperatures.). RAM has set this airplane up perfectly, so there's little slop in the engine controls and hardly any hunting of the manifold pressure, despite changes in rpm and mixture. Much of what RAM does for conversions takes place under one roof; very little work is outsourced. Cessna O-2TT: Improved twin turboprop forward air control aircraft, with same wing (43 ft 0 in (13.11 m) wing and engines of O-2T but with new forward fuselage with tandem seating for pilot and observer to give improved view. In that this airplane, despite its 2,800 hours, completely trouble-free, he says long! 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