An oft-mention specific facility is Yingling Aviation at the Wichita (Kan.) Mid-Continent Airport. Redesigned cabinetry also provided more leg room for passengers in the principal four club chairs. No more privateering. From both the pilot eye-level perspective and physical/reaction demands, the 425 probably is the simplest of all the turboprops to transition to. Get Financing as low as USD $3,673.93 / monthly* For a number of 425s, the best compromise of noise and vibration occurs at propeller settings of between 1825 and 1850 RPM. The 425 is a good airplane with respect to noise and comfort. The pilot's failure to properly execute the published instrument approach procedure, which resulted in controlled flight into terrain. After approaching the terminal area, the pilot received radar vectors to intercept the localizer for the Runway 35R ILS approach. And why should it, when a 2009 Citation Mustang is priced at $2.7 million and a new PC-12 goes for around $3.5 million? Contributing to the accident was the aerodynamic stall/mush encountered at a low altitude. Poor power management can lead to premature failure or, at the least, much higher hot-section inspection and overhaul costs. Cessna then issued an upgrade to the 425 Corsair's landing gear that increased the maximum takeoff weight to 8,600 lb (3,900 kg) and started calling the airplane the Conquest I. Cessna worked on upgrades that would allow more cabin space and passengers. To be fair, it should be noted that a number of operators had good experience with their ARC avionics (and a Cessna technician, when asked about his early experience with the 425, said everything was great … “except for those @#$! Weights. As noted above, the Conquest cockpit is well organized. Typical passenger configuration is the typical number of passengers the jet is configured to accommodate 5 passengers, however each jet will have a custom configuration to accommodate an owners specific needs and will therefore vary. Today, they are few and far between, and some are qualified in nameplate only. The pilot said that his airspeed was high when he touched down. Given the relatively low number of airframes produced, and the resulting small market, it shouldnt come as a surprise there isnt a huge list of STCd modifications available for the Conquest I. On final, the twin engine airplane struck a grain bin and crashed on the ground. While the PT6A-112 is a fairly old and mild version, there is much to learn about modifications and recommended procedures. The 425s horizontal stabilizer has a distinct dihedral (and, as a former senior Cessna official later said, it really should have been a cruciform tail to negate the adverse effects of propeller wash, now often called whirl-mode vibration, but the company did not want to spend the extra bucks). Everything related to 425 is more serious and potentially more expensive. Regular readers of aircraft resale advertisements will note that such programs as Cescom, various engine maintenance programs and good service bulletin compliance history are considered sales advantages. As the s/n is unknown yet, it is unconfirmed if the aircraft involved was a Cessna 414 Chancellor or a Cessna 421 Golden Eagle. The Cessna 425, known as the Corsair and later as the Conquest I, is an American pressurized turboprop twin-engine light utility monoplane. For example, in the 425 installation the engines can produce rated takeoff thrust to 17,700 feet or, looking at it another way, at sea-level ambient temperatures up to 53°C. The previous owner had taken good care of it, which has been apparent in its low cost of maintenance. At least two companies hold an STC to convert the 425 into an air ambulance while a third-. These areas include control cables at pulleys, fairleads and pressure vessel seals, and window retainers. Among the relatively simple modifications that can be made to the 425s engines is one that reconfigures the inlet nozzles to reduce temperatures in the combustion section of the engine during starts. Itself an evolution of the very successful Model 421, the 425 was powered by venerable Pratt & Whitney Canada PT6A-112 engines.Before production of Cessnas “Baby Turboprop” ended in 1986-along with a lot of other models from among the GA manufacturers-some 236 Model 425 Corsair/Conquest Is were produced. The combination of good cockpit design and roominess makes the 425 pilot more comfortable than in many other turboprops. In November 1977, Cessna announced that it was developing the Model 425. Thats a major reason for unhappiness with the 425 and similar airplanes for many operators. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. The best Conquest I is one fully up-to-date on hourly, cycle and calendar maintenance, ADs, service bulletins and kits, product improvements, updated electrics-including connectors, good and current avionics. Not true. He anticipated there would be turbulence caused by the surrounding topography and the buildings on the north side of the airport. Sure enough, like an oval laid on its side, the Cessna cabin affords a good bit of elbow room. No ice shapes were located on the ground leading up to the main wreckage. .td_uid_104_5fde3c9d04ed4_rand.td-a-rec-img { Horsepower: 450 Gross Weight: 8600 lbs Top Speed: 263 kts Empty Weight: 4948 lbs Cruise Speed: kts Fuel Capacity: 366 gal Stall Speed (dirty): 84 kts Range: 1248 nm Takeoff: Landing: Ground Roll: 2170 ft Ground Roll 955 ft: Over 50 ft obstacle: 2490 ft Over 50 ft obstacle: 2150 ft Rate Of Climb: 1861 fpm Rate of Climb (One Engine): 357 fpm Ceiling: 33400 ft Ceiling (One Engine): 17200 ft This is not the kind of airplane to use for on-the-job training for technicians for your local, or favorite but unqualified shop. The pilot advanced the engine throttles for a go-around as the left wing impacted the terrain. Still, the aft fuselage structure is much beefier than that of the 421. Of course, much the same can be said for piston engines, from a big Pratt radial all the way down to a Briggs & Stratton. According to the pilot, flight control inputs "produced no change in aircraft heading, or altitude." Full usable fuel weight of 2452 pounds (366 gallons) and average optional equipment weight of 375 pounds left a pretty miserly 503-pound payload. On the ground, both before and after flight, the airplane needs special care, and operations such as ground towing and refueling must be closely monitored. The SID programs emphasis is to detect fatigue damage whose probability increases with time. The Corsair is smaller than the 441 and uses 450-shaft-horsepower Pratt & Whitney PT6s versus the 441’s Honeywell (Garrett) TPE 331 engines. Selection of a knowledgeable maintenance provider is key. The maiden flight of the prototype was accomplished in September 1978 and FAA certification was obtained in mid-1980. Pilot logbook records showed that the pilot's total flight time was approximately 1,987 hours. Experimentation pays off, because once cruise power is established, vibration is more of a noise-generating factor. All of which makes it highly unlikely Cessna will ever again build a Conquest. Expensive ADs were applied while the company tried to fix the problems: All early Model 441 airframes were upgraded to a later configuration by the factory, at its expense. In addition, we refurbished the entire interior, including cabinets, and added two flat-screen monitors to the cabin with wireless headsets driven by a DVD player. For instance, if a quick landing and turnaround is planned, shutting off the bleed air source from one engine about 15 minutes out, then starting that engine first on the turn-around means lower start temperatures and lower stress on both engines. Crash of a Cessna 425 Conquest I in Butler: 1 killed, Crash of a Cessna 425 Conquest in Windhoek: 3 killed, Crash of a Cessna 425 Conquest I in Canadian, Crash of a Cessna 425 Conquest I in Harbor Springs, Crash of a Cessna 425 Conquest in Toliara: 6 killed, Crash of a Cessna 425 Conquest I in Bozeman: 1 killed, Crash of a Cessna 425 Conquest in Denver: 4 killed. Even at its $75,000 additional cost, it is a big improvement over the ARC (Cessna) 1000 FCS, which has been one of the weak links in the 425 and other Cessna twins. Early versions of the 425 were called Corsairs until a max takeoff weight increase to 8,600 pounds preceded a move by Cessna to call it the Conquest I. From the beginning, Collins avionics have been an option worth the price differential over the standard ARC system. .td_uid_104_5fde3c9d04ed4_rand.td-a-rec-img img { The landing was hard, and the right main landing gear tire blew out, the airplane departed the runway to the left, and the left main landing gear collapsed. Load, fly, unload and repeat, then watch your business grow. There are no peculiar tricks, however. Zero-fuel weight dictates that anything between 7000 and 8600 pounds has to be fuel, but that still leaves a healthy payload of crew, passengers and baggage or freight of 1673 pounds for a typically-equipped airplane. } Among these are compressor washes. The pilot's failure to maintain aircraft control and adequate airspeed during landing flare. Empty Weight: ... Find and Compare CESSNA 425 for sale Also Consider. The engines were overhauled at 3600 hours by Vector Aerospace at a cost of right at $200,000 each, which is higher than average and attributed to the first-run overhaul of older engines. En route from Vero Beach to Olathe, while cruising at an altitude of 26,000 feet, the pilot contacted ATC and reported technical problems. Post accident examination of the aircraft revealed no evidence to indicate a mechanical malfunction or failure. googletag.cmd.push(function() { googletag.display('inline'); }); WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. Heck, Cessna even began selling jets early in that decade. With the PT6A-112 engines, the airplane cruises at 255 to 260 knots at FL240-280; slightly less in higher-than-average temps. Stall mph 81. The vast majority of the inspection series repeats again in five years or 2500 hours of operation, or 10 years or 5000 hours of operation. Despite the overwhelming number of piston-powered aircraft Cessna has produced over the years, CPA is well-equipped to serve the needs of turbine owners, also. The fuel capacity of this aircraft was increased by 1072 pounds as well as the maximum takeoff weigh, by 750 pounds. The initial inspection requires the entire series to be completed, which is a sizeable task and not to be accomplished by the average maintenance shop. Approximately 60 percent of the active 425 fleet (approximately 240 aircraft worldwide) has had the SID inspections accomplished, which are due on all aircraft over 20 years old (i.e., the entire fleet). At its introduction as the Corsair, the 425 had a maximum takeoff weight of 8200 pounds and a basic empty weight of 4870. Although the 425 does quite well on the original powerplants, the addition of the Blackhawk XP engine conversion to the PT6A-135A engines makes the 425 a real athlete. Thus the nickname “baby carriage.” Pilots transitioning from light twins will have a bit of trouble at first with control pressures, trim use, aircraft performance and weight (inertia). All rights reserved. Cessna’s Conquest I is one of the more easier transitions from multiengine to turbine power aircraft for an instrument-rated pilot. The airplane impacted terrain in a vertical descent and flat attitude and came to rest upright on its fuselage and wings. The 425 is a magnificent combination of features and performance. Range 739-1,755. A comprehensive explanation of the program is available from Cessna Technical Support or one of the Cessna Authorized Propjet Service Centers. It was designed as a simple-to-fly and easy-to-transition turboprop aircraft of Cessna produced from 1980 to 1986. Most other changes to the 425 are system or operationally related, such as improved static wicks and additional avionics options. All five occupants were quickly rescued by military personal while the aircraft was partially destroyed by fire. There are many thousands of buyers who were lured by good looks, only to find they had bought turkeys. Meanwhile, the 340s empennage had to be inspected every 10 hours of operation for a period of time. Despite the considered approach, there were a number of surprises related largely to the condition of the airplane at purchase and to the demands for maintenance in terms of frequency, downtime and cost. We had the airplane re-painted, added several items to the panel including a GMA 340 audio panel, a GNS 530, GTX 330, Skywatch 497 and re-installed the WXR 300 radar. Even during its heyday, there were not many qualified Conquest-support organizations. After crossing the outer marker and at altitude of 7,700 feet, the pilot asked the controller what the current ceilings were at the airport, and the controller stated 500 feet. CESSNA 425 “TITAN” ... Cruise mph 251. The best approach is to talk to other Conquest I operators to get their recommended service and information sources. Cosmetics are appealing, but they are the least important part of any airplane purchase. In the six-month period preceding the accident, the pilot logged approximately 40 hours total time, 9 hours of actual instrument time and 7 instrument approaches in the accident airplane. For the properly-trained pilot of a well-maintained airplane, the superior systems and performance of the 425 result in greatly reduced workload compared to the 421 or any other piston twin. No pre-impact anomalies were noted with the airplane's flight control systems and deice control valves during a postaccident examination. The FAA has issued an STC to MT-Propeller Entwicklung for installation of its next generation 5-blade scimitar composite propeller on Cessna 425 aircraft powered by … Internal baggage capacity is the amount of available baggage which can be stowed inside the aircraft where the… There is a lot of cubic space in both the cabin and baggage areas that could tempt those lacking caution and experience to exceed load limits. Several of its high-performance twins were suspected of design errors that led to in-flight airframe failures. For anyone alert and paying attention to general aviation during the 1970s, current offerings from the “big three” manufacturers-Beech, Cessna and Piper-must have seemed like an afterthought. Itself an evolution of the very successful Model 421, the 425 was powered by venerable Pratt & Whitney Canada PT6A-112 engines. 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