The airplane cartwheeled and subsequently caught fire. Heck, Cessna even began selling jets early in that decade. After crossing the threshold, the pilot began a landing flare and the airspeed slowed toward red line (92 KIAS). It seems that one of the engine exploded after takeoff. This, together with generous windows and reasonably comfortable seats, creates a comparatively high degree of comfort. At least two companies hold an STC to convert the 425 into an air ambulance while a third-. For instance, one reader who bought a 425 had a nearly $55,000 shock when discovering the original cobalt inlet guide vanes had been replaced by nickel vanes (that large payment included hot section inspections). Even so, pitch changes resulting from configuration adjustments are modest. The controller issued another low altitude warning, and the radar target was lost. 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. 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. Range 739-1,755. While on a straight-in global-positioning-system approach, the airplane broke out of the clouds directly over the end of the runway. Today, they are few and far between, and some are qualified in nameplate only. There have been a few reports of accessory corrosion and contamination, including air conditioning tubing, oxygen system elements, engine mounts, oil lines and hydraulic system elements. During final approach with one engine inoperable the airplane crashed to the ground left and short of the runway. The reported surface wind was approximately 4 knots from the north-northwest. Takeoff distance: 2,170 FT. 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. 1983 CESSNA CONQUEST I. For a nearly 9000-pound airplane, however, thats pretty good. The crew was completing a local training flight at Windhoek-Hosea Kutako Airport. The aircraft crashed in a pasture and came to rest in flames upside down. Experimentation pays off, because once cruise power is established, vibration is more of a noise-generating factor. At its introduction as the Corsair, the 425 had a maximum takeoff weight of 8200 pounds and a basic empty weight of 4870. The best approach is to talk to other Conquest I operators to get their recommended service and information sources. 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 425 is widely referred to as the turbine 421. Sure enough, like an oval laid on its side, the Cessna cabin affords a good bit of elbow room. Thorough pre-purchase and periodic maintenance inspections are essential. Unsave Save. The 421 was first certified on 1 May 1967 and shares a common type certificate with models 401, 402, 411, 414 and 425. It's a gyroplane, not a gyrocopter and it's nothing at all like a helicopter. Factors associated with the accident were dark night conditions, clouds, icing conditions, low visibility and snow. Even during its heyday, there were not many qualified Conquest-support organizations. As a requirement for British certification, a master caution warning system was added. He was cleared to reduce his altitude and elected to divert to Butler Airport. The SID programs emphasis is to detect fatigue damage whose probability increases with time. The 425, later named the Corsair, was powered by a pair of Pratt & Whitney PT6A-112 turboprops. Another, after a long period of research, comparison and number crunching, he bought a 425 to replace a 414. Featured Listing. McCauley four-blade props and speed stacks had been installed by the previous owner, adding to performance. Meanwhile, the 340s empennage had to be inspected every 10 hours of operation for a period of time. 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. As is the tradition with Cessna, the 425 continues to be well supported by factory engineering and parts supply. It was to be a turboprop-powered, cabin class twin based upon the already-successful 421 piston-engined twin. But good training and a bit of experience quickly leads to confidence. Among these are some of the reasons for regular compressor washes. The pilot's failure to maintain aircraft control and adequate airspeed during landing flare. 33. As it is with almost any aircraft, operators with lengthy experience maintaining the type can be the best place to solicit advice. PWC has a lot of eye-opening information for operators. Several of its high-performance twins were suspected of design errors that led to in-flight airframe failures. Aside from CG concerns, exceeding maximum loads can cause serious performance deterioration, especially in high density-altitude conditions. The aircraft was totally destroyed by a post crash fire and all three crew members were killed. 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? True, many performance numbers are fairly close for the two types. Yield not to that temptation. 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. The 425 is a magnificent combination of features and performance. Most other changes to the 425 are system or operationally related, such as improved static wicks and additional avionics options. The fuel capacity of this aircraft was increased by 1072 pounds as well as the maximum takeoff weigh, by 750 pounds. The pilot's failure to maintain airspeed during the approach which resulted in an inadvertent stall. Since then, single-engine turboprops like the Pilatus PC-12 and Socatas TBM-700 and -850 have come onto the market, offering equivalent performance (except when an engine fails), modern systems and avionics, similar cabins and around half the fuel burn. At purchase the panel was the original Collins package with Proline radios, plus the FIS-70 flight director and the Sperry 1000 autopilot. Crew stated that during a positioning flight at night in accordance with Instrument Flight Rules (IFR) from Hanover to Munich problems with the left engine occurred. These included the 441, its piston-powered kin the 404 Titan, and the Model 340. 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. They are more obvious with power changes-particularly major power changes as when transitioning from approach to missed approach or go-around. 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). With a maximum operating speed of 230 KIAS and max gear operating of 175 and approach flap of 174, the 425 can return to pattern altitude quite quickly when necessary. Cessna 1983 - 425 Conquest I Turboprop Model: CESSNA 425 CORSAIR (CONQUEST I) Year: 1983 Serial Numbers: *425-0126 § -0177 Trend: Engine Takeoff Power: P&W 450 shp • PT6A-112 Average Overhaul $ Installed: 350,000 Engine TBO Hours: 3500 Max Seats: 8 Appraisal Points: Prcd w/Collins per base avg 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. It was essentially a redesigned version of the 421, powered by two 450 hp Pratt & Whitney PT6 engines. Basic empty weights are about 250 pounds different, but the 425 lifts nearly double the fuel weight of the 421 (2452 versus 1236, or 1572 with auxiliary fuel on the 421). Earlier 425s could be modified to the new weights quite easily, and all have been. For a number of 425s, the best compromise of noise and vibration occurs at propeller settings of between 1825 and 1850 RPM. Thats a major reason for unhappiness with the 425 and similar airplanes for many operators. 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. At its introduction as the Corsair, the 425 had a maximum takeoff weight of 8200 pounds and a basic empty weight of 4870. Used Aircraft Guide: Cessna 425 Corsair/Conquest I, Starship Completes High-Altitude Test Flight, Explodes During Landing (Updated), Vaccine Passport: Stop Crying, Get Your Shot, Even A Numbskull Like Me Can Learn To Fly A Gyroplane, AVweb Profile: Aviation Photographer Steve Zimmermann, Top Letters And Comments, December 18, 2020, EAA Aviation Museum To Offer Webinar Series, WAI Announces 2021 Pioneer Hall Of Fame Inductees, Frasca To Develop Epic E1000 GX Simulator, Hill Helicopters Unveils New Turbine Engine, Canada Mandates 406 ELTs, Foreign Aircraft Need Beacon. The accident site was located on a hilly, grass field at an elevation of 6,120 feet approximately 2.6 nautical miles from the runway threshold. The maiden flight of the prototype was accomplished in September 1978 and FAA certification was obtained in mid-1980. 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. So, too, it pays to get to know someone in customer service at Pratt & Whitney (PWC). Even with the maximum number of seats, there is a generous baggage area in the aft cabin (about 30 cubic feet and up to 500 pounds). From learning to fly to flying your business, you’ll find your aircraft solution. But that is at a takeoff weight of 7450 for the 421 and 8600 for the 425-more than half a ton of difference. Control harmony in flight is fair. At the time of the accident, weather conditions were reported as low ceilings and low visibility due to snow and mist. Full usable fuel weight of 2452 pounds (366 gallons) and average optional equipment weight of 375 pounds left a pretty miserly 503-pound payload. For most of us mere mortals, though, a turboprop was about all we could expect to ever try stuffing into a hangar. But even there, we had choices. In this video, AVweb's Paul Bertorelli explains what's... © 2020 Aviation Publishing Group. The aircraft has accumulated 550 hours since purchased. Not true. 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 only changes to the panel were the addition of an MX 20 MFD and removing a Collins WXR 300 color radar. 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 It can serve as effective early warning and help keep operational readiness up and costs down. One of the elemental strengths of the 425s design is the nearly bulletproof Pratt & Whitney Canada PT6 free turbine engine. 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 425 was introduced in 1980 and was a derivation of the Cessna 421, powered by two 450 hp (336 kW) Pratt & Whitney PT6 engines. Mixed ice was noted along the leading edge of both wings. As noted above, the Conquest cockpit is well organized. 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. The accident occurred during dark night conditions. We purchased our 1983 Conquest I in July 2006, with 3150 hours total time. It was designed as a simple-to-fly and easy-to-transition turboprop aircraft of Cessna produced from 1980 to 1986. Landing distance over 50ft obstacle: 2,150 FT. 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. 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. This is a useful addition because the annunciator panel can be hard to see in direct sunlight, even though it is mounted at the top of the panel, under the glareshield. Get Insurance Operating Costs Apply for Financing. Internal baggage capacity is the amount of available baggage which can be stowed inside the aircraft where the… event of an engine failure. 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? All rights reserved. All 425s have been converted to the higher-gross-weight configuration of the Conquest I. Air traffic control (ATC) transcripts indicated that shortly after entering the holding pattern at 11,000 feet the pilot was issued an approach clearance for the ILS. Search aircraft for sale for free! 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. Still, the aft fuselage structure is much beefier than that of the 421. Shortly before touchdown, the airplane "abruptly pitched up and was pushed over to the left" and flight control inputs were "only marginally effective" in keeping the wings level. 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). A mod was introduced that adapted a fitting much like the one on a garden hose to make compressor washes easier to perform. It also costs $200,000 less to buy". Landing distance: 955 FT. Takeoff distance over 50ft obstacle: 2,490 FT. En route from Vero Beach to Olathe, while cruising at an altitude of 26,000 feet, the pilot contacted ATC and reported technical problems. In comparison to the King Air C90 "the result was an $875,000 pressurized twin-turboprop that could fly 15 knots to 20 knots faster than the C90, cruise 250 miles farther with four passengers aboard and burn 15-percent less fuel. Each airplane has an ideal, low-vibration RPM that can be determined with practice. After approaching the terminal area, the pilot received radar vectors to intercept the localizer for the Runway 35R ILS approach. 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. 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. The combination of good cockpit design and roominess makes the 425 pilot more comfortable than in many other turboprops. Basic changes have occurred-which operators on Cescom or on the mailing lists at Cessna and PWC would have known about-that increased propulsion system serviceability and durability (and reduced major maintenance costs). 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 441 Conquest Aircraft Information. Although the announcement and introduction by Cessna of the SID inspections were met with anxiety and trepidation, reports from the major service centers and the resulting SDRs indicate the program is productive and the 425 has many, many more years of reliable service to offer. The Aircraft Blue Book Price Digest has a footnote that suggests reducing the price of a used 425 by $15,000 to $20,000 if it is equipped with ARC 1000 series avionics. While on short final for runway 28, the pilot maintained approximately 121 knots indicated airspeed (KIAS) and selected flaps 30-degrees. A noticeable improvement was made in the later run of 425s: better interior design, fit and finish. The 425 also has the advantages of propeller reverse and autofeathering-a no-go system, by the way-the latter of which greatly simplifies aircraft control in the. 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). The pilot advanced the engine throttles for a go-around as the left wing impacted the terrain. 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. Cessna did not want to lose customers to the competition, so in 1980 they introduced the first Cessna 425 Corsair. By the time Cessna was able to certify the Corsair/Conquest I in July 1980, general aviation production had peaked, and Cessna itself had been going through some very difficult years. 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. 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 association leased the Model 425 new from Cessna for business travel and later acquired it outright. 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. The best-looking Conquest I, with the newest interior and latest paint job may be a beast in disguise. Cessna also can be a good source of research materials for determining what the proper maintenance status of a 425 should be. The typical buyer of a 425 was the owner of a Cessna 340A, 414A or 421B/C. Individually, there are 1685 labor-hours of inspections, plus NDT. With all that in mind, any Conquest I owner should run, not walk, to join the Cessna Pilots Association (CPA, www.cessna.org). Cessna built 234 of the sturdy turboprops, with limited production spread over the first half of the 1980’s. Ceiling 26,000. But even there, we had choices. For pilots transitioning to turbine power and for operators at smaller airports, PT6 power is the right choice and is easy to support. Starting with the first 400-series twin, the universally-panned Model 411, Cessna has advertised the wide oval cabin. All of which makes it highly unlikely Cessna will ever again build a Conquest. 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. Pilot logbook records showed that the pilot's total flight time was approximately 1,987 hours. 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. 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. Back then, all three companies offered a full range of propeller-driven aircraft, from two-seat trainers to mile-chewing turboprops. Service difficulties that resulted in ADs include wing spar cap cracks caused by landing gear loads (AD 91-25-8, repetitive inspection or replacement), windshield attach point failures (84-3-4, repair or replace the windshield), nose landing gear actuators (84-20-2) and horizontal stabilizer attach fittings. 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. With the PT6A-112 engines, the airplane cruises at 255 to 260 knots at FL240-280; slightly less in higher-than-average temps. There are no peculiar tricks, however. The pilot acknowledged the clearance and approximately two minutes later ATC communications with the pilot were lost. The engine was shut off and the flight continued to the destination airport. Full usable fuel weight of 2452 pounds (366 gallons) and average optional equipment weight of 375 pounds left a pretty miserly 503-pound payload. With sea-level, standard-temperature conditions and gross weight the (well-flown) 425 can clear a 50-foot obstacle after a run of 2420 feet and land over the same barrier in 2120 feet. Rate of climb is good enough to make it practical to climb into the flight levels for even relatively short trips. Maximum takeoff weight was increased to 8600 pounds in 1983; basic empty weight increased by 52 pounds, leaving most of the increase for payload. Landing distance (50′) 2,130. The pilot's keying of the microphone and the timing of his speech exhibited decreased coordination during the approach phase of flight. While the 425 does not have the payload capacity of a C90 King Air, it is nearly a fill-the-seats airplane. Visibility is good. Get Financing as low as USD $3,673.93 / monthly* Cosmetics are appealing, but they are the least important part of any airplane purchase. Keep meticulous records, too. The all new CESSNA SKYCOURIER turboprop was designed for fully loaded high frequency operations and maximum efficiency. While the PT6A-112 is a fairly old and mild version, there is much to learn about modifications and recommended procedures. They cost gobs of money. On final, the twin engine airplane struck a grain bin and crashed on the ground. Probably the most important of the latter is the optional Sperry (now Honeywell) SPZ-500 flight control system. The two major sources of noise both involve propeller vortices: hitting either the nose cone or the tail, and then being transmitted to the cabin (the fuselage acts like a megaphone). Good propeller balancing makes it even better. 425 was formally inducted into the Conquest I is one of the accident, weather conditions were as... 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