Collins radios”). At its introduction as the Corsair, the 425 had a maximum takeoff weight of 8200 pounds and a basic empty weight of 4870. The 425 operates best between FL230 and 280. 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. Once the initial SID inspection is completed, additional inspections will only come due again over the course of 10 years or 5000 hours of operation. /* custom css */ Despite the comparatively small population, the market for used 425s is quite active and, for the most part, the airplane is favorably regarded. Even during its heyday, there were not many qualified Conquest-support organizations. Takeoff distance: 2,170 FT. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. You might accept the necessity in a high salt-content environment. The Cessna 425, known as the Corsair and later as the Conquest I, is an American pressurized turboprop twin-engine light utility monoplane. It was designed as a simple-to-fly and easy-to-transition turboprop aircraft of Cessna produced from 1980 to 1986. The pilot acknowledged the clearance and approximately two minutes later ATC communications with the pilot were lost. 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. Flying the airplane entails extra time and extra care during pre- and post-flight operations. At purchase the panel was the original Collins package with Proline radios, plus the FIS-70 flight director and the Sperry 1000 autopilot. The pilot's failure to properly execute the published instrument approach procedure, which resulted in controlled flight into terrain. Beech had been busy making its King Air line since the mid-1960s, while Piper gained FAA certification of its first Cheyenne model in 1972. Yield not to that temptation. Probably the most important of the latter is the optional Sperry (now Honeywell) SPZ-500 flight control system. 4 Cessna 425 Aircraft for Sale Worldwide. The pilot reported that during cruise descent the airplane accumulated about 1/2-to 3/4-inch of rime ice between 8,000 and 6,000 feet. What other turboprop has the amount of nose baggage (plenty of room for golf clubs or snow ski s), factory equipped with air conditioning, trailing link main landing gear, fits in almost any hangar and for the cost of operation of a turbocharged pressurized piston twin? Even so, pitch changes resulting from configuration adjustments are modest. All of which makes it highly unlikely Cessna will ever again build a Conquest. In the mid-20s, the 425 is a five-hour-plus-reserves airplane. At comparable weights, of course, the power and higher aspect ratio wing advantages of the 425 enable it to run away and hide from its piston-powered cousin. Cessna’s Conquest I is one of the more easier transitions from multiengine to turbine power aircraft for an instrument-rated pilot. A Conquest with well-balanced rotating components and a fully-functioning propeller synchrophaser can be relatively quiet and comfortable at cruise power settings, especially at propeller RPM of less than 1900. Its key strengths are relative economy with good performance, including balanced-field numbers, excellent handling characteristics (including face-saver landings), a well-designed cockpit for single-pilot operation, good CG range, good loading options and a comfortable cabin. Too, and for the most part, the low bidder for airframe or engine work should be avoided like the plague, unless there is evidence to suggest it really is a bargain. At least two companies hold an STC to convert the 425 into an air ambulance while a third-. The original Corsair was developed into the Conquest I by customer demand for more cabin space and a higher maximum takeoff weight. The occupants remained uninjured; the airplane was severely damaged. Heck, Cessna even began selling jets early in that decade. 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. With lots of lard and luggage toward the rear of the airplane, CG has to be checked carefully, but the loading range is quite wide. 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 aircraft has accumulated 550 hours since purchased. It seems that one of the engine exploded after takeoff. 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. No pre-impact anomalies were noted with the airplane's flight control systems and deice control valves during a postaccident examination. For most of us mere mortals, though, a turboprop was about all we could expect to ever try stuffing into a hangar. Given the vagaries of most gauges and the benefits of just a few degrees lower temperature, a little touch of conservatism can mean literally thousands of dollars reduced cost during a hot-section inspection or overhaul, not to mention diminishing the stress that could result in one of those rare in-flight failures. The previous owner had taken good care of it, which has been apparent in its low cost of maintenance. All 425s have been converted to the higher-gross-weight configuration of the Conquest I. An oft-mention specific facility is Yingling Aviation at the Wichita (Kan.) Mid-Continent Airport. According to the pilot, flight control inputs "produced no change in aircraft heading, or altitude." Pilot logbook records showed that the pilot's total flight time was approximately 1,987 hours. These areas include control cables at pulleys, fairleads and pressure vessel seals, and window retainers. The best-looking Conquest I, with the newest interior and latest paint job may be a beast in disguise. Cessna, perhaps nodding to Beechs preeminence in the market, leapfrogged turboprops altogether, preferring to put its development dollars into the Citation line, a move thats paid off handsomely. The aircraft crashed in a pasture and came to rest in flames upside down. Beech had been busy making its King Air line since the mid-1960s, while Piper gained FAA certification of its first Cheyenne model in 1972. 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. Some 425s were equipped with the ARC 800 series autopilot, which is even less desirable than the 1000. Selection of a knowledgeable maintenance provider is key. As is the tradition with Cessna, the 425 continues to be well supported by factory engineering and parts supply. 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. The original Model 441 Conquest became the Conquest II. margin: 0 auto 0 0; The airplane cartwheeled and subsequently caught fire. The few bucks (or hundreds of bucks for all materials) represent a worthwhile investment. 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. Factors associated with the accident were dark night conditions, clouds, icing conditions, low visibility and snow. Full usable fuel weight of 2,452 pounds (366 gallons) and average optional equipment weight of 375 pounds left a pretty miserly 503-pound payload. The all new CESSNA SKYCOURIER turboprop was designed for fully loaded high frequency operations and maximum efficiency. The pilot's keying of the microphone and the timing of his speech exhibited decreased coordination during the approach phase of flight. The airplane was born from the 400-series line of twin Cessnas, known for their easygoing flight maneuvers, comfortable cabins, and generous baggage areas. It is flat rated at 450 SHP. The aircraft wreckage was located the following day approximately 2.8 miles from the destination airport. For a properly-maintained airplane, dispatch reliability is high, and operational simplicity makes it comparatively undemanding to fly. 1983 Cessna 425 Conquest / Clean well maintai... See More Details. The airplane was on the final approach segment of an instrument flight rules (IFR) cross country flight that originated approximately 3 hours and 45 minutes prior to the accident when radio communications with the aircraft were lost. Selecting the wrong shop can be as expensive as neglecting proper maintenance altogether. .td_uid_104_5fde3c9d04ed4_rand.td-a-rec-img { } While the 425 does not have the payload capacity of a C90 King Air, it is nearly a fill-the-seats airplane. The fuel capacity of this aircraft was increased by 1072 pounds as well as the maximum takeoff weigh, by 750 pounds. The SID programs emphasis is to detect fatigue damage whose probability increases with time. 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. Control harmony in flight is fair. Everything related to 425 is more serious and potentially more expensive. 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. Landing distance over 50ft obstacle: 2,150 FT. The pilot maintained an additional 20 knots during final approach due to gusting winds from the north-northwest. Redesigned cabinetry also provided more leg room for passengers in the principal four club chairs. Horsepower: 450 Gross Weight: 8200 lbs Top Speed: 263 kts Empty Weight: 4915 lbs Cruise Speed: 250 kts Fuel Capacity: 366 gal Stall Speed (dirty): 79 kts Range: 1461 nm Takeoff: Landing: Ground Roll: 2047 ft Ground Roll 952 ft: Over 50 ft obstacle: 2341 ft Over 50 ft obstacle: 2145 ft Rate Of Climb: 2027 fpm Rate of Climb (One Engine): 434 fpm Ceiling: 34700 ft Ceiling (One Engine): 18500 ft Poor power management can lead to premature failure or, at the least, much higher hot-section inspection and overhaul costs. Operators familiar with the 425 and various shops recommend Cessna Authorized Propjet Service Centers. 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? There are many thousands of buyers who were lured by good looks, only to find they had bought turkeys. Takeoff distance (50′) 2,367. Despite the fact no 425s have been produced for more than two decades, operators tell us that Cessna support is commendable, particularly when compared to most other manufacturers or former manufacturers. Sure enough, like an oval laid on its side, the Cessna cabin affords a good bit of elbow room. text-align: left; For most of us mere mortals, though, a turboprop was about all we could expect to ever try stuffing into a hangar. Just count the rivets from the cabin door aft on the two airplanes. 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. 288 event of an engine failure. Plus, the 425 is substantially beefed up and utilizes more robust systems. 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. 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 accident occurred during dark night conditions. 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. The 421 wins the accelerate/stop race (3630 to 3800 feet), but the 425 runs away in accelerate/go (4960 for the 421 to 3360 for the 425). Some 421s have been modified to accept turboprop engines, making them very similar to the Cessna 425, which itself is a turboprop development of the 421. While on a straight-in global-positioning-system approach, the airplane broke out of the clouds directly over the end of the runway. For pilots transitioning to turbine power and for operators at smaller airports, PT6 power is the right choice and is easy to support. The pilot's failure to maintain airspeed during the approach which resulted in an inadvertent stall. The Bureau of Aircraft Accidents Archives (B3A) was established in Geneva in 1990 for the purpose to deal with all information related to aviation accidentology. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. Prior to departure, the pilot obtained a weather briefing, which reported light rain, mist, and instrument meteorological conditions at the destination airport. The 425 is a good airplane with respect to noise and comfort. The known maintenance record of the 425 fleet, consisting mainly of service difficulty reports (SDRs) and airworthiness directives (ADs), has highlighted some shortcomings of the design. Confusingly, the Model 425-eventually dubbed Conquest I-earned its type certificate almost three full years later, and started life as the Cessna Corsair. But good training and a bit of experience quickly leads to confidence. As noted above, the Conquest cockpit is well organized. 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 @#$! Back then, all three companies offered a full range of propeller-driven aircraft, from two-seat trainers to mile-chewing turboprops. The wing span of the 425 is about three feet wider and wing area 10 square feet greater than the 421 wing. Aircraft Performance Modifications, Inc., www.aircraftstc.com-can install aft fuselage strakes the company claims can boost cruise speeds of 400-series Cessnas by up to 12 knots. Most other changes to the 425 are system or operationally related, such as improved static wicks and additional avionics options. 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. No more privateering. As a requirement for British certification, a master caution warning system was added. No ice shapes were located on the ground leading up to the main wreckage. The engine was shut off and the flight continued to the destination airport. Aside from the powerplants, there are a number of distinctions, and very different systems were installed. Another, after a long period of research, comparison and number crunching, he bought a 425 to replace a 414. It also is quite comfortable for most pilots of average to large size. Stall mph 81. The program consists of the current structural maintenance inspections, plus supplemental inspections, as required, for continued airworthiness of the airplane as years of service are accumulated. The controller issued another low altitude warning, and the radar target was lost. One reader told us he wishes he could turn back the clock and swap his 425 for his old 421, which he remembered as superior in every way to the Conquest. These included the 441, its piston-powered kin the 404 Titan, and the Model 340. A genuine programmed maintenance scheme in its later form, Cescom provided more flexible inspection options that could reduce total hours and cost for those who scrupulously followed the recording and reporting requirements. Appropriate trim input is a key to flying the 425 smoothly. Accommodation of tall pilots is determined largely by the type of cabinets installed between the flight deck and the cabin than by available room to adjust the seats. Evidence of forward velocity and/or leading edge deformation was not observed to the wings or fuselage. Full usable fuel weight of 2452 pounds (366 gallons) and average optional equipment weight of 375 pounds left a pretty miserly 503-pound payload. Thats a major reason for unhappiness with the 425 and similar airplanes for many operators. An important sales element for use in persuading buyers was the fact that no FAA type rating was required to pilot a 425. A comprehensive explanation of the program is available from Cessna Technical Support or one of the Cessna Authorized Propjet Service Centers. Then, compare the in-flight failure and unscheduled removal/repair rates of the two engines. Appearance, comfort and durability all were improved. Contributing to the accident was the aerodynamic stall/mush encountered at a low altitude. USD $600,000. 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. 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. 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 The current inspection program is considered to be adequate in detecting corrosion and accident damage. From both the pilot eye-level perspective and physical/reaction demands, the 425 probably is the simplest of all the turboprops to transition to. From learning to fly to flying your business, you’ll find your aircraft solution. With the airplane at an altitude of 6,800 feet, the controller informed the pilot of a "low altitude alert" warning, at which the pilot responded, "Yeah, I am a bit low here." The Corsair is smaller than the 441 and uses 450-shaft-horsepower Pratt & Whitney PT6s versus the 441’s Honeywell (Garrett) TPE 331 engines. But the 70s were almost ready to yield to the 1980s before Cessna type-certificated its first turboprop, the Model 441, in August 1977. The Cessna dealer that sold the twin would take it on trade and sell it to a first-time twin buyer or to the owner of a light twin, such as a 310R. It also costs $200,000 less to buy". Among these are compressor washes. Among these are some of the reasons for regular compressor washes. The first turboprop designed by Cessna, the Cessna Conquest II was meant to fill the gap between their jets and piston-engined aircraft. On board, was powered by venerable Pratt & Whitney PT6A-112 turboprops Whitney Canada PT6A-112 engines the. 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