0001) gave a statement to the NTSB during the investigation of the fatal crash of 0006 noting: While demonstrating [s/n 0001] I experienced elevator trim tab vibration…. The cracked retaining ring problem may have been related to the famous wandering Conquest crash that killed LSU football coach Bo Hein. Find the best Cessna Turboprop aircraft for sale worldwide on AvBuyer.com. Pressurized, 8-9 passenger turbine is a development of the Cessna 404. Note: A cessna 441 Conquest rolls into fyv on 6/18/2020 with the pilot flashing the peace sign before parking. 207. Cessna Interior Plastic Parts Please select from the available aircraft models below. Only two months after the introduction, an early production Conquest (serial no. With a range of approximately 2,200 nautical miles and a relative low cost, the Conquest II was an unparalleled aircraft in its time. The panel layout was the best in the business in 1983 and very good even now. 1967 Cessna 172H. The Cessna 441 went down around 7:30 p.m. in a field near Carroll County Roads 500 West and 600 South, just north of Rossville. Cessna 1985 - 441 Conquest II Turboprop Model: CESSNA 441 CONQUEST II Year: 1985 Serial Numbers: **441-0333 § -351 Trend: Engine Takeoff Power: Honeywell 635.5shp • TPE331-8-403S Average Overhaul $ Installed: 250,000 Engine TBO Hours: 5000 Max Seats: 11 Appraisal Points: Prcd w/Collins per base avg • add for -10 eng conversion Clearly, the latest fix wasnt working.Cessna finally decided to punt. Older aircraft should have been modified. 1963 Cessna 182. The trailing beam landing gear makes nice arrivals the rule rather than the exception. Externa länkar. Serial numbers 153 and above had new engine combustion chambers to combat power-robbing carbon buildup. 0006, the accident airplane, was squawked for a trim problem only a month before the accident. Some 203 are registered in the United States. By May 2019, 290 aircraft remained in service, at a $.75-.9M value down from $1-1.9M in 2011. Twin Cessna Articulating Crew Seat Pivot Arm Seat_Pivot_Arm_RH. In August 1980, Cessna and Garrett announced the 402 mod, essentially a new combustion chamber designed to reduce carbon buildup. [5] They all but eliminated our landing with frozen brakes, blown tires and ruined wheels. From a 1978 FAA statement: In view of the very general language of the regulation…there is nothing in the record to indicate that Cessna did not fulfill its responsibilities under Parts 21 and 23. Climb gradient is also very good. Also With This ArticleClick here to view charts for Resale Values, Payload Compared and Prices Compared.Click here to view the Cessna 441 Conquest features guide. Converting from the standard three blade propellers to smaller diameter Hartzell four blade propellers results in a climb rate improved by 200 fpm (1.01 m/s) and a 5 kn (9.3 km/h) increase in cruise speed as well as reducing cabin noise and improving ground clearance. Examples of the type have been exported to many countries including Austria, Australia, Canada, Ecuador, Finland, Germany, Iceland, Mexico, Norway, Peru, South Africa, Sweden and the United Kingdom. It cost a bit under $900,000 equipped. Once again, we had expense and downtime fooling around with recompensation and Lebow tests. All rights reserved. But fuel consumption is far less than the MU-2s. By 1975 the designed evolved into the turboprop powered Model 441. It would be good if the empty weight CG could have been an inch or two farther forward. The Cessna 411 is an American twin-engined, propeller-driven light passenger/cargo aircraft produced from 1962 to 1968. In a situation reminiscent of the dilemma JetStar owners face, a substantial number of Cessna 441 Conquest II twin turboprops could be grounded come September unless modifications are … Data from Jane's All The World's Aircraft 1982–83[7], Aircraft of comparable role, configuration, and era, Twin engine turboprop aircraft produced 1977-1986, "Cessna Conquest II: Undervalued, Speedy, Fuel Efficient Turboprop", "FAA Clarifies Cessna's Life Limit For The 441 Conquest II", https://en.wikipedia.org/w/index.php?title=Cessna_441_Conquest_II&oldid=921581449, 1970s United States civil utility aircraft, Short description is different from Wikidata, Creative Commons Attribution-ShareAlike License, Cessna 1000A Integrated Flight Control System, This page was last edited on 16 October 2019, at 15:51. Unless otherwise noted, these reviews carry product pricing from the time of the original review. 172 Skyhawk. Make sure the aircraft has the improved PPG windows. The Cessna 441 Conquest ll was the first turboprop powered by Cessna and filled the gap between their jets and piston engine aircraft. Owner CommentsI bought serial 79 new at the beginning of 1979 and thus unwillingly became a member of Cessnas experimental department. A scan of the SDRs on file for the Conquest reflect most of the problems mentioned above. Cessna 441 Conquest II Operations. It should be eliminated or redesigned to operate properly. The company even elected to bring all existing airplanes up to 1980 model standards, effectively making even the oldest Conquest like a 1980 model. (This is called the 402 engine mod, more of which later.) 1965 Cessna 172F. And were pleased to note that the Conquest flight manual drives home the fact that a slight bank into the good engine (which results in a skid) is necessary to achieve the listed single-engine performance. The Cessna 441 with Dash 10 engines is in a class by itself. We received no owner reports about single-engine handling qualities. But generally, the Conquest has decent loading and balance characteristics, in contrast to aircraft such as the Piper Cheyenne II, which is extremely sensitive to aft loading. Early Conquest buyers actually benefited from the whole unfortunate affair. At normal cruise power, the Conquest turns in 278 knots at 33,000 feet while burning about 375 PPH of fuel-a sparkling 5.0 MPG. The last Cessna-specific AD was 92-16-18, which had to do with replacement of Cessnas pedestal commuter passenger seats. Get Insurance Operating Costs Apply for Financing (The FAA later noted that The horizontal tail was configured as it is only because Cessna [1] was aware of problems encountered with the T-tail configuration utilized by other manufacturers; [2] they had no experience with the T-tail; but [3] they had extensive experience with the existing design.). The 441 Conquest II was purposely produced to fill the gap between Cessna’s jet and piston engine aircraft. It literally has no bad habits. Its inception was marred by tragedy when tail failures prompted the FAA to ground the fleet—twice. [1] The reason that Cessna was so quick to find the problem with the Conquests tail was that the company had already known about it: The elevator and trim tab had been giving trouble for years. So its likely that any used Conquest will have had most service bulletins complied with. The airframe still has a few bugs, though. The Conquest has excellent speed, range and climb performance, and its fuel efficiency is better than any of its contemporaries. 93-15-11 and 92-26-7 concern various gaskets. However, Cessna has been generous with warranty repairs, and many Conquest service bulletins have been company paid. The ICAO designator for the Cessna Conquest as used in flight plans is C441. We have obtained a quote to fix this and you guessed it! "Our main concern is corrosion related to the age of these airplanes," said Steve Howard, Cessna's manager of field service for propeller aircraft. With the aft body strakes conversion, 441 pilots looking for that extra push in addition to giving that yaw dampener a break need look no further! While the fleet (now numbering 106) was again grounded, Cessna went back to the drawing board and completely redesigned the horizontal stabilizer. West Star can also install a custom interior to convert a 441 to an air ambulance. Texas Aeroplastics replacement parts are made from top grade ABS plastic with an average service life of 15-20 years when properly fitted and professionally painted. Since the Conquests return to service, however, the following problems have cropped up: Window delamination. Starter/generator failures. Lighting, interior and exterior, complete units and parts. [3] I fly about 325 hours a year and go all over the United states and parts of Canada. The airplane was born from the 400-series line of twin Cessnas, known for their easygoing flight maneuvers, comfortable cabins, and generous baggage areas. Almost as soon as the Conquest started flying, however, disaster struck. Part of the Conquests efficiency stems from its ability to climb quickly and fly high, where turboprop efficiency is dramatically better. We noticed an extremely large number mentioning control cable problems (either frayed, worn or misrouted). Then, as now, certification was an extremely complex and expensive process. Crew station comfort and outside visibility are very good. Max cruise speed is 293 knots, second only to the MU-2 and 20-30 knots faster than comparable King Airs. The company swallowed the entire cost, providing painted, balanced and ready-to-install tail assemblies to owners in the field, and picking up the cost of customer transportation while the airplanes were retrofitted. Despite the ongoing evidence of tail problems, Cessna started selling airplanes. 1980 Cessna 441 - L 3480 Hrs/990 Hrs SHSI, R 3480 Hrs/990 Hrs SHSI, 0/0 Hrs Props SNew, Located TN. I operate at 29,000 to 33,000 feet and the fuel burn is the same as the 425s was at 24,000 feet and 250 knots. Good performance and good handling make the top-of-the-line Cessna turboprop a wise choice-if you have the money for it. AD 93-2-1 calls for replacement of certain fuel manifold assemblies. The Dash 10 conversion is the single best performance conversion I have ever put on an airplane. Two which are significant are the conversion from the stock -8 engines to the more-powerful -10 variant. It also had the cachet of being a real jet. Handling The 400 series Cessnas in general have a reputation for pleasant, well harmonized controls, and weve heard some pilots say the Conquest is the best of the lot. When the airplane is flown at high altitude and then descends to ground level when the humidity is high, all of the windows fog up tight. Despite an extremely rocky start in the late 70s, Cessnas top-of-the-line turboprop has recovered nicely and now commands a premium in the marketplace. The 421A type was approved 19 November 1968, powered by two Continental GTSIO-520-Ds of 375 hp (280 kW) each, maximum takeoff weight 6,840 lb (3,103 kg) of lead ballast in the nose bay for most passenger carrying operations. Any interior aircraft trim you can think of for general aviation. Several Conquests had to have a complete set of new windows and has ) or immediately after landing heating/air system. Aircraft trim you can think of for general Aviation no direct involvement in and therefore no knowledge of the easier. ; accelerate-go distance is about 4,000 feet at gross weight is 10,165 lb ( 4611 ). Process as it was on later aircraft should be modified som rör Cessna 441 a... 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