The last Cessna-specific AD was 92-16-18, which had to do with replacement of Cessnas pedestal commuter passenger seats. Technical Sheet: Cessna 441, Conquest II Page 2 Make sure the aircraft has the improved PPG windows. 175 Skylark. It was that company's largest twin piston-engined aircraft at the time of its development in the 1970s. 6 product reviews. What other prop jet can go to 35,000 feet, fly at 300-plus knots, burn 65 gallons per hour and fly 2,000 mile legs? The airplane should have had three batteries. 0006, the accident airplane, was squawked for a trim problem only a month before the accident. Any interior aircraft trim you can think of for general aviation. So, when I switched to the Cessna 441, I was a little worried if I had made the correct decision. 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. In Summer 2007, Cessna limited the Conquest II to 22,500 hours of air time for US for air carriers, an advise only for private operators. West Star can also install a custom interior to convert a 441 to an air ambulance. 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. The material is very reflective, and tests show that the cabin interior temperature can be reduced to near-ambient temperature on the hottest of days. It would be good if the empty weight CG could have been an inch or two farther forward. "Our main concern is corrosion related to the age of these airplanes," said Steve Howard, Cessna's manager of field service for propeller aircraft. AD 93-2-1 calls for replacement of certain fuel manifold assemblies. [4] ProductionThere are very few differences between Conquests in the field. [3] The panel layout was the best in the business in 1983 and very good even now. The cause was found to be carbon buildup in the combustion chambers, which caused erosion of the hot-section parts and consequent loss of power. Eventually we were approved for the 402 mod. Clearly, the latest fix wasnt working.Cessna finally decided to punt. So its likely that any used Conquest will have had most service bulletins complied with. 207. Part of the Conquests efficiency stems from its ability to climb quickly and fly high, where turboprop efficiency is dramatically better. I have 5,000 hours (ATP). 0295 since January, 1983. Very soon into the test flight program, there were problems with the trim tab actuator loosening. What other prop jet can go to 35,000 feet, fly at 300-plus knots, burn 65 gallons per hour and fly 2,000 mile legs? 120, 140, 140A. A full cabin of eight people and bags leaves room for 2,800 pounds of fuel, enough to fly about 1,500 miles with IFR reserves. 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. 185 Skywagon. 170. 1946 Cessna 140. Cessna renamed the model 441 the Conquest II in 1983. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Engineers decided that the tab actuator wasnt the problem, but a symptom of vibration. This photo is copyright protected and may not be used in any way without proper permission. 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. If you are a diehard Flight1 Cessna Conquset 441 fan, you have been flying your favorite bird for at least a year (or two) now, and you are close to TBO. 1957 Cessna 172. Climb gradient is also very good. 0006) broke up in flight, killing all seven aboard. He also provided a 10-item list of tail components which had to be changed during the tour. Find the best Cessna Turboprop aircraft for sale worldwide on AvBuyer.com. 1967 Cessna 172H. One Conquest owner reported to us at the time that the company paid for a new paint job, all new windows, five changes of the HSI and dozens of other minor changes. Even no. The cabin auto-temperature control is virtually useless. CESSNA 150/152 INTERIOR, The "MOST POPULAR" 150, 152 DOOR PANEL SET (1967 thru 1986 models) 26-03D-80A, 0414001-1, 0414001-2. 1984 models starting with constructor number 195 used lighter weight four-bladed McCauley propellers. The Conquest has excellent speed, range and climb performance, and its fuel efficiency is better than any of its contemporaries. Almost as soon as the Conquest started flying, however, disaster struck. A 441 with Pratt & Whitney Canada PT6A-112 turboprops was flown in 1986 but did not enter production. Wikimedia Commons har media som rör Cessna 441 Conquest II. The empty weight is 5488 lb (2489 kg) and the gross weight is 10,165 lb (4611 kg). With a range of approximately 2,200 nautical miles and a relative low cost, the Conquest II was an unparalleled aircraft in its time. Good performance and good handling make the top-of-the-line Cessna turboprop a wise choice-if you have the money for it. The cracked retaining ring problem may have been related to the famous wandering Conquest crash that killed LSU football coach Bo Hein. Early Conquest buyers actually benefited from the whole unfortunate affair. However, the NTS (Negative Torque Sensor) system on the Garrett engines, a type of auto-feather device that quickly sets the propeller to a near-feather position in case of power loss, should help the pilot out in the critical task of quick identification and feathering of the failed engine. 180 Skywagon. Only two months after the introduction, an early production Conquest (serial no. I have approximately 4,700 hours in it. By this time, buyers had a wide range of airplanes to choose from. The Piper Cheyenne 400 is 45 kn (83 km/h) faster but burns fuel like a light jet.[2]. Interior Plastic Trim . The company even elected to bring all existing airplanes up to 1980 model standards, effectively making even the oldest Conquest like a 1980 model. SCS Interiors designs, cuts, and sews leather and fabric seats and sheepskin seat covers, develops Confor Foam kits and carpet and floor, wing, and cargo mat kits for over 100 different Cessna makes and models including 140, 150, 152, 162, 170, 172 Skyhawk, 175, 177, 182 Skylane, 185 Skywagon, 205, 206, 208 Caravan, 210 Centurion, 310, 337, 340, 350, and 400 Corvalis. The company changed course, and replaced the 431s enormous Continentals with a pair of Garrett TPE-331-8 turboshaft engines producing 636 HP apiece. The Conquest Aircraft Operators Group, ((912) 244-1568). Comfort The Conquest has a big cabin. Several Conquests had to have a complete set of new windows. That same combination promises a continuing place for the trusted Conquest II … Potentially the most serious Conquest problem (now that the tail has been fixed) is power loss in the Garrett TPE-331-8 engines. Nevertheless, a potential buyer should be aware of several potential trouble spots, and carefully examine the maintenance history of the aircraft to determine compliance. Everything from Arm rest, headliners, ash tray, head lamp, reading light, eyebrow, eyebrow liner, door panels, air louver, bezels, light assembly, chart light, vent grill, speaker grill, sun visor. On February 22, 2018, at 1939 eastern standard time, A Cessna 441 Conquest II airplane, N771XW, impacted terrain following a loss of control in Rossville, Indiana. Cessna built 362 units from 1977 through 1986. Production was spotty thereafter We would not advise buying a Conquest without this mod, unless the price is correspondingly low to account for premature hot-section overhaul and combustion-chamber replacement. But fuel consumption is far less than the MU-2s. The FAA, having no direct involvement in and therefore no knowledge of the ongoing actuator problems, gave its approval. Once again, we had expense and downtime fooling around with recompensation and Lebow tests. Serial 173 and later (1981 models and up) were approved to fly up to 35,000 feet-5,000 feet above the original certificated max altitude. Pressurized, 8-9 passenger turbine is a development of the Cessna 404. The 441 has the capacity for 1-2 pilots and 8-10 passengers. During 1979 and 80 there were reports of unexplained power loss as aircraft time passed 500 hours or so. [6] The first 62 airplanes had defective nose wheels, but even the improved model on later aircraft should be modified. Externa länkar. Before springing for the 441 all those years ago he looked at King Airs, Twin Commanders, and Piper Cheyennes, but found the Cessna’s combination of speed, range, cabin size, and versatility outpaced them all for his missions. The cabin windows were replaced, too. 172 Skyhawk. PerformanceThere have been several turboprops introduced since the Conquest came out, notably aircraft like the Beech Starship and Piaggio Avanti. Plastic interior pieces for Piper aircraft. Loading Useful load generally runs around 3,800 pounds in normal configuration. 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. I believe the 441 is the easiest to fly and probably among the safest of the currently available turboprops. By 1975 the designed evolved into the turboprop powered Model 441. The Conquest will reach 30,000 feet in about 22 minutes, and its 35,000-foot ceiling in just over 30 minutes. They all but eliminated our landing with frozen brakes, blown tires and ruined wheels. The latest major catastrophe appears to be the engines. Aft CG limits can easily be exceeded unless counterbalancing baggage is loaded into the nose cargo bay. for Cessna and Piper Aircraft. Well in addition to getting the engines rebuilt, the author decided to spring for a few virtual dollars (and real paint time) to finally get the repaint and cabin always wanted. A scan of the SDRs on file for the Conquest reflect most of the problems mentioned above. It is water, ice and snow repellent, yet breathable to allow moisture to escape from between the cover and the aircraft surface. Among its contemporaries, however, the 441 boasted a newer design: at the time of its introduction, it was the only aircraft in its class with a design less than a decade old. The fleet was modified, and everyone was satisfied. $450.00. GE bulbs are 85% off! Suddenly the Citation looked a lot less attractive than a (relatively) fuel-efficient turboprop. Both mods are retrofittable and should be part of any used Conquest under consideration. With a full load of fuel (475 gallons, or about 3,180 pounds), this allows a cabin payload of just over 600 pounds, or three people (including crew) and a bit of luggage. 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. The tail had been a point of contention during the design process. After the fleet was grounded and Cessna made its statement about the cause of the breakup, the company beefed up the actuator yet again. Vmc is 92 knots, right in the middle of the pack, and single-engine climb rate is 715 FPM. It came on the market late in 1977 as a 78 model, about ten years after turboprop business twins were first introduced. 93-15-11 and 92-26-7 concern various gaskets. (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.). All rights reserved. General Exterior and Interior. The handling characteristics are a pleasure. AD 92-16-7 calls for repetitive inspection of the horizontal stabilizer attach bulkhead for cracks. Other changes included the usual evolutionary avionics upgrades. The airplane is also very comfortable for up to eight people.-Charlie Hillard Fort Worth, Texas. Nose wheel. Cessna claims the new inspection and life-limit rules are necessary. The Cessna 411 is an American twin-engined, propeller-driven light passenger/cargo aircraft produced from 1962 to 1968. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Thanks to the high-aspect-ratio wing, time to climb is also good. Just as with the 400 series conversion, dual strakes STC improve the efficiency of the airflow over the aircraft's surface. Lighting, interior and exterior, complete units and parts. $950.00. I flew the Cessna 441 a little over a year and then at 3,000 hours did the Dash 10 [engine] conversion including four-blade McCauley props at West Star Aviation in Grand Junction, Colorado. One flight problem does exist, however. We have obtained a quote to fix this and you guessed it! A used Conquest buyer can count himself lucky for missing the 1979 nightmare, yet reaping the benefits of Cessnas efforts to rebuild the airplanes reputation. The aircraft has a retractable tricycle landing gear and has a ground roll of 1,785 ft (544 m) on takeoff. It also had the cachet of being a real jet. Occasionally the heat distribution during high altitude operations gets a bit tricky, but overall very good. © Belvoir Media Group, LLC. It is in a class by itself. (Only the Champions leak: look for AC igniters.). I believe the 441 to be one of the finest combinations of power, performance, range and economy in its class. The Cessna 441 Conquest II is the first turboprop powered aircraft designed by Cessna and was meant to fill the gap between their jets and piston-engined aircraft. Four were retrofits of regular production parts to the prototype; the remaining six included the tab actuator and bracket, the elevator hinge bearings (replaced twice) and pushrods, the horizontal stabilizer bolts and a panel doubler. The defrost blower is completely inadequate for the job. 1968 Cessna 177. It literally has no bad habits. Problems with tire clearance led to a redesign of the wheel well. I fly about 325 hours a year and go all over the United states and parts of Canada. Developed in 1974 and delivered in 1977. Thats pretty good. Owner CommentsI bought serial 79 new at the beginning of 1979 and thus unwillingly became a member of Cessnas experimental department. Inspection…showed that the left trim tab actuator mounting bracket was cracking and that the left elevator hinge bearings had worn through. Aircraft hardware. The cabin temperature must be controlled with a manual toggle-switch system. AERONCA BEECH CESSNA ERCOUPE GRUMMAN LUSCOMBE MOONEY NAVION PARTENAVIA PIPER ROCKWELL SPARTAN STINSON Cessna. 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 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. This website contains many older reviews. It was developed in November 1974, with the first aircraft delivered in September 1977. After 200 hours, we started getting a dropping off in true airspeed. 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. 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…. 1963 Cessna 182. The administration would then routinely approve the tests without becoming directly involved. The autopilot pitch servos should be inside the heated pressure vessel. 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. I have been operating Conquest serial no. There are two shops that do mods on the Conquest II. One Aviation Consumer reader reports his airspeed fell off from the normal 290 knots to 260. Operators report that the Conquest is routinely able to operate in the 30,000-foot range without the long, struggling climbs that limit most turboprop operators to the mid-20s in everyday use. The trailing beam landing gear makes nice arrivals the rule rather than the exception. The new stabilizer had thicker skins, more ribs, and a second spar. Max cruise speed is 293 knots, second only to the MU-2 and 20-30 knots faster than comparable King Airs. Note: A cessna 441 Conquest rolls into fyv on 6/18/2020 with the pilot flashing the peace sign before parking. 150-152. I got reasonable service from that time forward. The airplane was down for weeks at a time with these miseries. By this time, most if not all 441s should have the mod installed. Starter/generator failures. HistoryIn the aviation heyday of the 1970s, Cessna made a bold move by completely ignoring the fast-growing turboprop market (then populated by Beech, Mitsubishi and Rockwell, with Piper soon to arrive) by introducing the Citation fanjet. Cessna provided me with a 340 to use during the downtime, which was better than nothing, but not very satisfying after having laid out a million dollars for a turboprop. They become cold-soaked and troublesome during prolonged high-altitude or winter operations. 1955 Cessna 180. The problem, of course, was that the process resulted in a clear conflict of interest. It was Cessna’s largest operational business aircraft equipped with two 340 horsepower Continental engines with three-bladed propellers. Our customers also find it comfortable and reasonably quiet. Improved brushes were fitted to serial numbers 106 and later. The company provided loaner airplanes to Conquest customers during the second grounding, and refurbished the airplanes to the latest configuration before returning them to service. A 441 with Pratt & Whitney Canada PT6A-112 turboprops was flown in 1986 but did not enter production. Instead of installing a $50 blower, a $2,300 mod is required. As we noted above, all aircraft below serial number 110 (78 and 79 models) are essentially identical, having been updated during the great tail retrofit. Cessna 441 The Cessna Model 404 Titan is an American twin-engined, propeller -driven light aircraft built by Cessna Aircraft . Click here to view charts for Resale Values, Payload Compared and Prices Compared, Click here to view the Cessna 441 Conquest features guide. Then, as now, certification was an extremely complex and expensive process. I flight plan the airplane for 300 knots compared to 280 knots previously, and it consistently makes or beats that speed. Sign up for free aircraft alerts and digi magazines. Virtually every service bulletin we checked provided for full parts and labor credit. A smaller aircraft was marketed as the Cessna 425 Conquest I, itself a turbine development of the Cessna 421. The 35,000-foot limit is higher than most turboprops, and is a major reason for the airplanes high efficiency…not to mention desirability. Executive Wings does the engine conversion, prop conversion, plus soundproofing packages and winglets. Since the Conquests return to service, however, the following problems have cropped up: Window delamination. 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. Cessna Conquest 441 Makeover. There have been many irritating problems; i.e., new paint job, new windows, five changes of the pilots HSI (and finally installing a Collins PD-108), dozens and dozens of minor changes, all paid for by Cessna, I might add, to their everlasting credit. This ought to result in quicker, cooler starts, and therefore lower hot-section inspection and overhaul costs. Most have been upgraded from twin Garrett TPE331-8s engines to -10s for better climb performance, a ceiling raised to FL350 from FL330, and TBO raised from 3,000 to 5,000h for $225,000 per engine.[2]. All of the above improvements were almost certainly made to the first 109 aircraft during the four-month grounding for the tail retrofit. However, a few cynical 441 owners told me they think the new rules are really designed to stave off crash-related lawsuits. Then, six months after the first accident and three months after the design was cleared by FAA, another incident occurred. 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. The original design from 1972 for this aircraft was known as the Model 435 and was to be powered by Continental GTSIO-520X engines with three bladed propellers. The airplane is also very comfortable for up to eight people. The result was the 441 Conquest. Its inception was marred by tragedy when tail failures prompted the FAA to ground the fleet—twice. Manufacturing FAA-PMA approved interiors since 1949. Theres a graphic showing the Conquest flying a typical mission non-stop, compared to-surprise-a Citation, which has to make a fuel stop. West Star Aviation also does engine and prop conversions, along with soundproofing. Aviation Photo #5417803 Cessna 441 Conquest - Untitled [ Medium Large] Tweet. The airplane is flown on 135 operations about 200 hours/year by another professional ATP, who spends most of his time looking after the maintenance and concomitant record keeping. The crash resulted in an immediate suspension of the airworthiness certificates for the few dozen Conquests then flying. More recent ADs include restrictions for flight into known icing (a blanket AD affecting most ice-equipped aircraft) and changes to the POH requiring changes to operating procedures at flight idle. The new props reduce noise, improve acceleration and climb. The Mitsubishi MU-2B-60 has a similar fuel burn and speed but flies lower. Cabin width and height are about average, or perhaps a tad less. With six to nine seats, its 6,400–6,500 lb (2,900–2,900 kg) BOW allows a 200–300 lb (91–136 kg) payload at full fuel, but MTOW can be increased by 490 lb (220 kg) with aftermarket modifications. The Piper Cheyenne III is fast but has poorer fuel efficiency and 250 nmi (460 km) less range. It was headed to Green Bay-Austin … 0295 since January, 1983. vice, Inc. of Wichita, 316 remain on the active registry. Cessna’s 441 Conquest II started life in 1977 known simply as Conquest. SKU: 26-03D-80A Availability: Normally ships with 3 business days. Another month of being grounded. ABS plastic parts are repairable and most have been trimmed for … The Citation could fly higher and somewhat faster than a turboprop, albeit at the cost of greater fuel burn and shorter range. Crew station comfort and outside visibility are very good. General Information. [1] It was certified by the FAA on August 19, 1977. Under pressure to bring the airplane to market, Cessna used its FAA-granted Delegated Option Authority and certified the airplane as it was. The Conquest is operated by corporate owners, air charter operators and previously by the Royal Flying Doctor Service in Australia. 177 Cardinal. The ICAO designator for the Cessna Conquest as used in flight plans is C441. [5] The cabin comfort is good to excellent. Visit AvBuyer today/ As with all long-cabin variable-seating airplanes, care must be taken when loading the last few tail-end Charlie passengers aboard. The plane took off from Eagle Creek Airport in Indianapolis at 7:21 p.m., according to flight records. 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 … It had few serious competitors in the 70s and 80s, and may have even fewer now. Cessna 441 Conquest II Operations. 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) The Conquests single-engine performance is about average for the turboprops. It even got to the point that the flight test department started asking management to redesign the tail. Its nearly 13 feet long, longer than any comparable turboprop except for the cavernous 100 and 200 series King Airs. The Cessna 441 with Dash 10 engines is in a class by itself. The airplane was born from the 400-series line of twin Cessnas, known for their easygoing flight maneuvers, comfortable cabins, and generous baggage areas. The pilot of the airplane used on the tour (the prototype-serial no. In all, 362 Conquests were produced: the last models were sold in 1986. The Cessna 441 with Dash 10 engines is in a class by itself. 182 Skylane. After that rough and rocky start, the history of the Conquest was relatively quiet. In August 1980, Cessna and Garrett announced the 402 mod, essentially a new combustion chamber designed to reduce carbon buildup. To protect the reputation of the Conquest, Cessna went to great lengths to support the plane. The first of two gas crises hit, and the cost of jet fuel quadrupled virtually overnight. Beech had the widest variety, with several models of the 90, 100 and 200 series King Airs, Piper had the Cheyenne I and II, Mitsubishi had the long-and short-bodied MU-2s, and Rockwell had the Turbine Commander 690. Wheel-well modifications. cessna 441 series strakes . In Summer 2007, Cessna limited the Conquest II to 22,500 hours of air time for US for air carriers, an advise only for private operators. Ii is a development of the problems mentioned above a graphic showing the Conquest the entire tail significantly! Operators and previously by the Royal flying Doctor service in Australia was Cessna’s largest business... Power-Robbing carbon buildup a real jet. [ 2 ] grounding for the tail still. To choose from an air ambulance to stave off crash-related lawsuits with vent fans, air cycle machines and parts. Nose cargo bay fuel stop became the 404 Titan. ) 195 used lighter weight four-bladed McCauley.! 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Latest fix wasnt working.Cessna finally decided to punt tab actuators, and new aft fairings poppet valves CG... He also provided a 10-item list of tail problems, gave its approval just as with all variable-seating. Mods on the tour ( the piston version of the ongoing evidence of problems... 92 knots, right in the propwash where it would be buffeted, while management disagreed 2489 kg ):! Problem may have been related to the first turboprop powered model 441 marred by tragedy tail!