Cessna 414A Chancellor

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. (The upgrade from your old light cases costs $2,650 for each engine.) • You also get new magnetos and over- hauled alternator, starter/adapter, tur- bocharger and controller, and fuel-injec- tion system. It's worth noting that RAM performs many of the accessory over- hauls in-house, and precision balances items like the alternator and tur- bocharger turbine. 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. At the heart is a new-design turbocharger by Garrett AiResearch, called the TA8!. It's larger- 17 cubic inches against 10 cubic inch- es-and more efficient than the stock TH08A fitted to the 414A. 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. In addition, RAM has designed and had approved a machined insert for the mouth of the compressor that smooths airflow and increases efficiency. If you need any proof that RAM's machinations have paid off, just look at the Series VII performance charts next to previous iterations of the HAMengines, particularly the 335-hp Series VI. 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. At various comparable cruise settings, the VII maintains that improvement; but at high altitude, the new system really shows its stuff. Set to 75-percent power at FL250 (on an ISA plus 30-degree F day), the latest model makes the same power as the VI on an eye-opening 4.5 fewer inches of mani- fold pressure. 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 tem- perature rise at altitude, and hence the less manifold pressure needed to main- tain a given amount of power. Obviously, RAM makes the most of this new-tech- nology turbocharger. As the 414 finally arrives in Phoenix and taxies jauntily to the ramp, Stuber recounts the decisions leading up to this RAM conversion. "When I looked at all the new-production models, and at the performance and load-carrying of each one, I came to the conclusion that you don't always get a lot for your money. My first inclination was to go new, sparing the maintenance headaches of a used air- plane and secure in the knowledge that everything on the airplane should work. "Now what I have is essentially a new airplane," Stuber continues, "one that's fast and pressurized and tremendously capable." Stuber pauses, looks outside at his new airplane glistening in the morn- ing sun, and says finally, "Oh, man. That's beautiful." It's a brave and generous man who will hand over the controls of a new toy to a visiting scribe in advance of f1ying it himself. But that's what Stuber did. In 104-degree F heat, RAM Aircraft sales manager Jim Allmon and I board NI74DS with Stuber in tow. After a brief break to diagnose a recalcitrant boost pump, we have the two Continentals running and the freon air conditioner doing its best to beat the Phoenix heat. One glance around the cockpit tells few tales of the RAM conversion. New or remarked engine gauges come as part of the package, as does a Shad in fuel com- puter. Stuber has, however, ordered just about every bell and whistle on the mar- ket; his 414's equipment list is compre- hensive, including a three-axis S-Tec autopilot, HSI, and a raft of Bendix/King radios, including an IFR-approved KLN 90B GPS. I don't taxi far before the real- ization sinks in that this airplane, despite its 2,800 hours, feels substan- tially like new. From the sumptuous AOPA PILOT' 63. OCTOBER 1996 -, leather-lined cabin, Stuber is already grinning like a teenager in love. By the time we've reached the other end of the runway-the long taxi has allowed the cabin to be cooled to a toler- able degree-the engines are well into their normal operating temperatures, although neither shows signs of over- heating, despite a heavy electrical load and downwind taxiing. On the takeoff, Allmon sug- gests 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. Takeoffs are made with the auxiliary fuel pumps in the Low position. Straining at the power, Stuber's 4] 4 lunges as I release the brakes and wind the throttles up, looking for 38 inches of manifold pressure. Fuel flow clocks in at 36 gph per engine, right on the money. (RAM pro- vides well-organized engine- operating tables with every con- version, 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.) At 100 knots, I pull the 414 off the runway. Initial climb is not breathtaking; no surprise, given the temperature. But once acceler- ated to 130knots-RAM's recommended climb speed-the Series VII posted bet- ter than 1,000 fpm. Within the 5-minute time limit, I start the first power reduc- tion-to 33 inches, 2,500 rpm, and 27 gph per engine. RAM has set this air- plane up perfectly, so there's little slop in the engine controls and hardly any hunt- ing of the manifold pressure, despite changes in rpm and mixture. Climb through 3,000 feet clocks 800 fpm. All during the climb to altitude, car- ried out at 80-percent power or 268 hp a side, engine temperatures are moder- ate-somewhat amazing, considering the newness of the engines and the back-wetting outside air temperature. Those larger cowling exits and smoothed outlets are really paying off; no cylinder rises above 400 degrees F, and the oil temperature stays around 210 degrees F.While we pay close atten- tion to engine management, the Cessna obliges by asking for no great amount of effort to keep on speed and heading. Stuber's 4 14 exhibits the kind of solidity AOrA PILOT' 64. OCTOBE!! 1996 that you'd expect from an airplane of this weight and size. We climb to 17,500 feet for the first cruise-performance check. Allmon suggests that I shoot for 75-percent power, using 30 inches and 2,450 rpm; our density altitude is nearly 20,000 feet. Leaned as per RAM recommenda- tions, each engine chugs down 20.7 gph. All other temps come down nice- ly-375 degrees Fan CHT and 190 degrees F oil temp. All told, these engines show no obvious signs that they're cranking along at about 81 per- cent of their originally certified maxi- mum of 310 hp. True airspeed settles on 219 knots. Want to save some fuel? Try 65-percent power at this same alti- tude for 18.5 gph per engine and 209 KTAS; 55 percent yields 189 KTAS on just under 16 gph per side. RAM is pret- ty conservative with its leaning proce- dures. For 75 percent, it's 100 degrees F rich of peak exhaust-gas temperature (EGT); for 65 percent, 75 rich of peak; and 55 percent calls for 50 rich of peak. RAM's gauges measure EGT at the col- lector of three cylinders, not true tur- bine-inlet temperature. With Stuber looking on and Allmon itching to show off the 4 I4's high-alti- tude prowess, we set out for FL250, reaching it at an average of 800 fpm from 17,500 feet. Maximum cruise at 75 percent works out to 235 KTAS on the same 20.7 gph per side. Pulled back to 65 percent. the Series VII still manages 219 KTAS on 18 gph per engine. More- over, the airplane feels as stable and solid at FL250-actual density altitude near 29,000 feet-as at lower altitudes. Allmon suggests that the winglets really begin to shine in the flight levels. Stuber opted for hydraulically actuat- ed spoilers, and they really help with those long descents from altitude. Boards out and 165 knots indicated, the airplane comes down at better than 2,000 fpm at a 65-percent cruise power setting. All engine temperatures fall slightly, then remain stable. The pressur- ization system is kind to our ears. By the time we get sequenced to land at Phoenix Sky Harbor, Stuber is alight in anticipation of actually getting to fly his new toy, er, tool. He's been taking notes while listening carefully to Allmon's operational suggestions. 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 modifica- tions, this 414 is not only docile and pre- dictable, but even more flexible and accommodating than the stock machine. And those engines, despite being asked to produce a tremendous amount of power for the displacement-these are 520s, remember, not 550s-show noth- ing but polished behavior. Time will tell, of course, if they make their 1,600-hour TBO in Stuber's airplane. In the time since our flight. Stuber's put on more than 200 hours, complete- ly trouble-free, he says. Finally, then, the hard question for Stuber: Is this air- plane worth the money? "Absolutely, no question. This airplane has been an ego trip, a delight to fly, and an unmatched business tool. I couldn't make the schedules] do without it. I'm only sorry that I didn't do this sooner." " 0 For more information, contact RAM Air- craft Corporation, 7505 Airport Drive, Waco Regional Airport, Waco, Texas 76708; telephone 817/752-8381. AOPA PILOT' 65 . OCTOBER 1996 [ essna's 4] 4 is among a large group of aircraft headed for extinction. 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. ]n resjJonse, the market for these airplanes is quite active and the prices are high. In the] 970s, Cessna offered every- thing from light owner-flown twins to 270-knot kerosene-burning executive transports. The company alone offered nine choices in new cabin-class piston twins. At one time, it seemed that there were so many names (Titan, Busi- nessliner, Golden Eagle) and numbers (404,402,42]) that people were easily confused unless they regularly kept their noses in the trade magazines. Although Cessna built nearly every iteration possible between the two mod- els, it was the top-of- the-line 42] Golden Eagle and the com- paratively stripped 402 Businessliner that accounted for more than half of all 400- se~ies piston sales. 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. The 42], on the other hand, is a higher-powered (375 horsepower a side) and pressurized ver- sion of the same air- frame preferred by many corporations for its cabin-class comfort and load- hauling capability over longer distances. Between them lies the model 4 ]4. It utilizes the 42] 's pressurized fuselage but is pow- ered by nongeared AorA PII.OT· 66· OCroBE!! 1996 Continental TSIO-520s similar to those used in the 402 and identical to those that powered the smaller 340. Earlier 414s are easily recognizable by their tip tanks and stubbier nose. In ]976, Cessna redesigned the 400 series, beginning with its best seller, the 421. A new bonded wet wing replaced the riv- eted tip-tanked wing. When the changes trickled to the 4]4 in ]978, it was re- named the 4]4A Chancellor. The result- ing airplane had a wingspan that was 4.5 feet longer and a nose stretched nearly 3 feet. Fuel capacity reached 206 usable gallons, and the operation of the fuel system was made far simpler with an On/OfflCrossfeed valve for each engine. Previous 4 ]4s had as many as six tanks and made for hair-pulling fuel management for the newcomer. Continental's TS]O-520-} powered the original 4 ]4s, while the TSIO-520-Ns pulled the 4] 4A. Both models were rated at 3]0 hp at 2,700 rpm. Since most pressurized/turbocharged airplanes spend their useful life in the less-than- perfect environment of the flight levels, the 4] 4's engines have had their share of problems. These engines can be very temperamental and do not take kindly to abrupt throttle movements or casual- ly monitored engine operations. The engines began life with a TBO of] ,400 hours, which was later extended to 1.600 hours; but, according to many owners, the ] ,400- hour figure is a more accurate estimate of the engine's lifespan. Airworthiness directives are limited mostly to the engines, and those tagged to the airframe should have been complied with by now. Given the airplane's average of logging 200 or more flight hours per year, aircraft owners should have com- plied with most of the engine ADs or service bulletins, such as those requiring re- placement of crank- shafts made via the airmelt process. Ex- haust manifold clamps and elbows have a ]OO-hour in- spection require'- ment, but improved parts can be obtained through RAM Aircraft Corporation. Finally, a Robinson Helicopter Company 2901 Airport Drive " Torrance, California90505 U.S.A. ", .• :Telephone ,[31 OJ5397050.B,".l7ax[31 OJ,53975198. ."c",•.• - •• " I've owned, flown and instructed in Robinson helicopters for 14 years. The R22 is the safest, most dependable helicopter in the world." Frank Anders, President Can Am Capital, Inc. We're beating the competition, year after year. Now you can, too. worse-than many normally aspirated light twins, while fuel flow is much higher. 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. Our test air- craft with RAM's winglets and VGs con- sistently trued at about 205 knots at FL 240 in warmer than standard air at 75- percent power. At 65 percent, TAS aver- aged about 195 knots. If you're lightly loaded and if ATCallows you to cruise at high altitudes, bladder-busting legs are possible-and they don't have to be Performance The R22 has a cruise speed of 110 mph and holds every world record in its class. At 130 mph, the R44 delivers performance previously unheard of outside the expensive turbine market. And other piston helicopters don't even come close. Why do so many Operators choose Robinson? Reliability ~ Robinson Helicopters have the best record for ~ mechanical and engine dependability. And when it's . business, you need a helicopter you can count on. Our workhorse reputation makes Robinson the logical choice for owners and operators who value their time. Service Robinson dealers and service centers in more than 40 countries provide factory-trained instructors, mechanics, and genuine Robinson parts to keep you flying. (OS, Robinson helicopters have the lowest price, operating cost, and fuel consumption. Their modern designs require less maintenance than older piston helicopters, and the factory overhaul program ensures state-of-the- art quality and outstanding resale values. fuselage as that used for the turboprop 425 (Conquest n. The only unfortunate part is that the stock 414s have more room than the useful load allows. The nose baggage and avionics bays of the long-snouted 414A are cavernous and can swallow skis, golf clubs, and lots of other ungainly cargo. The wing lockers are also useful for baggage and/or auxil- iary fuel tanks, which are available from Tom's Aircraft in Long Beach, California. To utilize the 414 to its potential, it needs to be flown high. True airspeeds down low are no better-in some cases recent AD regarding recurrent inspec- tions of McCauley three-blade pro- pellers covers the 414 line. Although the 414s have a huge cabin- class interior, the stock airplane has never been a tremendous load hauler. A typically equipped 414A has a full-fuel payload of about 500 to 700 pounds, depending on equipment. Although you could fly for about I, I 00 miles, you would be able to bring only two friends and a few bags. In a well-equipped air- plane weighing in at 5,lDO pounds, you could fill the cabin with six people and a little baggage and fly for about 2 hours with IFR reserves. It's because of this rather limited load-carrying ability that many operators opt for some modifica- tions. RAM's winglet or vortex generator kits boost the maximum takeoff weight of a 414A by 300 to 355 pounds. The winglets are also supposed to give you a few knots at altitudes above Flight Level 200; but, in our observation, they exhib- ited little if any gains besides that of the gross weight increase. Other compa- nies, such as Micro Aerodynamics and Robertson, also offer VG kits with gross weight increases. For the tip-tanked 414s, RAM offers a 415-pound increase through an engine/prop upgrade and the application ofVGs. The 414 won't be considered a spirit- ed handler by any pilot. Control forces are heavy but rock solid-good for an IFR airplane. According to accident reports compiled by the AOPAAir Safety Foundation, there were 46 accidents involving 414s between 1983 and 1993. The pilot was responsible for almost every 414 accident, and weather was a common link in the accident chain. VMC rollovers are conspicuous only by their absence. Despite the fact that the engines appear to be located far out- board on the wings, their relatively low power output-coupled with the air- plane's huge rudder-helps to reduce the chance of a VMC rollover. The addi- tion of vortex generators eliminates VMC' say the VG manufacturers. 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). Single-engine rate of climb is listed as 240 feet per minute for the 414 and 290 fpm for the 414A with the gear and flaps up. Passengers will like the 414 's large cabin, which offers far more room than do competitors like the Piper Aerostar and Beech Duke. In fact, it's the same AOPA PII.OT· 69. OCTOBEH 1991i WRITE IN NO. 121 ON READER SERVICE CARD 221 kt/5.37 hr (102 pphlI 7 gph) 30,000 ft 2.393 ft 1.013 ft Specifications Powerplants Continental TSIO-520-N(B) Recommended THO 1.600 hr Length 36 ft 3 in Height I I ft 5 in Wingspan 44 ft 2 in Power loading 10.89Ib/hp Empty weight 4.7641b Useful load 2.02 I Ib Payload w/full fuel 7971b Max takeoff weight 6.7501b Max landing weight 6.750lb Zero fuel weight 6,5151b Fuel capacity, std 213.4 gal (204 gal usable) 1280.4lb (l2241b usable) endangering yourself or your airplane. Overall, the 414 is flexible. It can fly six people on a 2-hour trip in a comfort- able pressurized cabin or it can fly two people some 1,200 miles. On the other hand, the big cabin results in an equally big speed penalty. Aerostars, Dukes, and the 58P Baron will outrun the 414, but the penalties are comfort and noise level. The availability of modifications is another reason buyers may prefer the 414 over some of its competitors. Han- dling, too, will never let you down, unlike some of the competitors with tainted reputations. 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 Chan- cellor. Market strength of the 414A was rated A+ by the Billeboo/(s market analy- sis newsletter, Marketlille, this past sum- mer, and it's likely the result of a pent-up demand for piston cabin-class twins since production ceased. The time to buy may be now if the trend continues. 0 1979 Cessna 414A Chancellor Current market value: 5315.000 Performance Takeoff distance, ground roll 2.185 ft Takeoff distance over 50-ft obstacle 2,595 ft Rate of climb. sea level 1,580 fpm Single-engine ROC. sea level 290 fpm Max level speed. 20,000 ft 239 kt Cruise speed/endurance w/45-min rsv, std fuel (fuel consumption, ea engine) @ 75% power. best economy 24.500 ft Max operating altitude Landing distance over 50-ft obstacle Landing distance, ground roll AOPA PILOT· 70. OCTOBER 1996 All specifications are based onmanufactllrer's cal- culations. All performance figures are based on standard day. standard atmosphere. sea lel'el. gross weight conditions unless otllerwise noted. Limiting and Recommended Airspeeds VMC(min control w/critical engine inop) 79 KIAS VA(design maneuvering) 145 KIAS VLE(max gear extended) 177 KIAS VLO (max gear operating) 177 KIAS Vso (stall. in landing configuration) 7 I KIAS', \.. , ,New Version 4. 1 plane with a higher gross weight. The Cessna Pressurized Twins Air- craft Operators Group serves as a source of information to its members through its quarterly magazine, Charlie Papa Tango, which contains maintenance and operation tips for owners and oper- ators of 340s, 414s, and 421s. Another great benefit of owning a 414 is the availability of simulator training through FlightSafety International and SimCom Training Centers. Simulator training is extremely valuable in explor- ing hazardous operations without "It had aflight direct01; stabilizer trim, and it aI/looked and performed like the real thing. 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VA 22022 In Europe: Initiative Computing AG. Switzerland ••• S'\ ~ Tel: (703) 378 7590 <5"'" () Fax: (703) 378 2511 Tel: #41 I 861 05 61 ~'v i!--\0CiJ;\ E-Mail:info@llyelile.com Fax: #41 I 86105 63 ~\) 00",0 ~t>.q.© 1996 ATT. ELlTETJ>1 is a trademark of IC Switzerland. All Rights Reserved. r:a: WRITE IN NO. 108 ON READER SERVICE CARD painful if the airplane has the optional potty in the back. Currently, ti p- tanked 1970 to 1977 414s are averaging $150,000 to $220,000, according to the Aircraft Bluebook-Price Digest. The 414A starts at an average of $290,000 for a 1978 model and reaches $455,000 for a 1985 airplane. Prices can vary greatly, depending on modifications and equipment. Because so many of the airplanes have been modified, it would be hard to find one that is still complete- ly stock-and that's a good thing, con- sidering the added usefulness of an air-