Cessna ConquestConquest of Cessna
This conquest is driven by two Garrett TPE331 turbo-props that drive two four-bladed McCauley blades. C441 is the Cessna Conquest identifier used in timetables by International Civil Aviation Organization (ICAO). One smaller plane was sold as the Cessna 425 Conquest I, which is itself a Cessna 421 engine family. This conquest is carried out by company proprietors, charters and previously by the Royal Flying Doctor Service in Australia.
Jane's All The World's Aircraft 1982-83. Commons Wikimedia has released release related to Cessna 441.
Gentleman's choice: Conquest of Cessna I
Cessna' s Conquest I is one of the simplest transition to engine performance for any multi-engine, metered pilots. This aircraft is the result of the 400 series of the twins Cessnas, known for their uncomplicated flying style, their luxurious cabins and their spacious luggage racks. Model 425 Conquest I is the equivalent of a 421C golden eagle.
However, the resemblances between the Golden Eagle Kolbenzwilling and the conquest usually end there. This conquest is driven by two 450 hp Pratt & Whitney PT6 instead of 375 hp gearboxes with continuous displacement reciprocating motors. Earlier editions of the 425 were referred to as Corsairs until a maximum takeoff mass of 8,600 lbs predated a Cessna train to call it Conquest I. All four quarter wheels were upgraded to the heavier Conquest I configurations. The 441 Conquest, a bigger Honeywell (Garrett) turboprop driven aircraft, was first launched in 1978.
Then it was re-named Conquest II after the corsair was re-named Conquest I. Cessna Conquered 236 buildings is between 1981 and 1986. Conquest I's dashboard (left in action) is clearly arranged and offers space for everything the driver wants. The protocol for many conquest Pilots is to bolt the door when locked to provide additional security against accidental opening during air travel.
The N425EA is a 1981 version that was a Corsair. This can be uncomfortable for a pilot who has just locked the car doors to compress the corridor after all occupants have taken their seat. Cessna' s "wide-oval" cab cross-section tends towards elbowroom rather than elbowroom. The majority of conquest cabins are located in a four-seat crew restaurant with two extra back seating areas, one of which is a side-facing belt pot.
Cessna' s "wide oval" cab tends towards freedom of elbows rather than cab heights. Rear luggage compartment accommodates 500 lbs in pressurised cab. In contrast to the piston-driven Cessnas of the 400 series, there are no locker doors. Conquest comes from many sides. While the C90 is somewhat slow and more expensive than the Conquest, it has a larger cab and more payload.
Cheyenne IA, II and lIXL are similar in terms of sizes and prices, but slightly more slowly according to the models. Little jumpers like the Eclipse, Phenom 100 and Cessna Citation Mustang also make it worth it - but much more costly rivals. The Blackhawk Modifications Inc. owns an STC to upgrade Conquest I and its beech and piper rivals with PT6 motors that retain their nominal output at much higher heights.
On all these aircraft, homeowners can count on an 18,000-foot rise in cruising speed and a better climbing capacity of around 20 knots. Equipped with Blackhawk motors, the Blackhawk 425EA surpasses any Conquest. In contrast to the piston-driven Cessna 421, Conquest I has a significant V-shape incorporated into the fin.
As the stabiliser is inside the prop wash as soon as the energy for descent is withdrawn, much of the air flow is routed through the end stations - making descent a challenge for the unfamiliar. The test mission took three adult passengers, 2,000 lbs of petrol and some photographic gear aboard Eagle Aviation's Conques - about 500 lbs less than the max take-off mass.
As with most reciprocating aircraft and their necessary magnetic tests, the conquest pilots must inspect the auto-suspension system before the aircraft is flown. It took about 12 seconds to get a rotational velocity of 100 kn on a slightly hotter than normal launch roller. At ATC, we worked together to enable a straight ascent to the FL250, which was only 18 moments away from releasing the brakes - something a floor conquest could only imagine.
On the way there, the motors achieved their mission level (the point at which, in contrast to torque-limited motors, they are temperature-limited) at about 22,000 ft - about 4,000 ft higher than standard motors. Indeed, the throttle arms on our test mission strike the strokes before the engine reaches the maximum operating temperatures.
The Blackhawk power units allow climbing speeds of 1,000 rpm or better up to high altitudes. 270 km/h. We reached 270 km/h at a height of 25,600 ft, which is about 20 kts quicker than the production aircraft at this height. The cabin height was only more than 9,000 ft, which means that flying over the FL260 may necessitate additional air.
Retracting the supports to 1,700 rev/min lowers engine running costs, reducing engine noises, reducing engine consumption and reducing engine speed. Jean Delangis, a local entrepreneur from Monteverde, went from a Cessna 414A pistons to the 425. "There is no comparability between the two aircraft from a dependability point of view," Delangis said. "Delangis possessed the conquest for 10 years and used it for commercial and domestic travel.
On the Cessna singles and twins line, President Jim Irwin worked his way up to a 425. "Conquest was a dependable, powerful, all-terrain plane that surpassed my expectation in every way," said Irwin. Prior to the Blackhawk rebuild, he flown the plane with the production engine and the American Aviation Speed Stacks for about 1,100hrs.
"The real airspeed at altitudes with the production jet engine was about 250 KTAS," said Irwin. After 3,700 hrs and looking for new motors, Irwin asked around and didn't hear anything but good things about the Blackhawk rebuild. The descent in the conquest is a breeze. When necessary, simply draw current to neutral and press forwards.
And if you were too tardy on an ATC cross border, you could probably still make it in a conquest that can see 5,000 ft per min in relegation. The N425EA with 75 KIAS with the gearbox down and the dampers down performed a superb flight when the unit was switched on and the operational mass was low. When you land, take the conquest directly to the airstrip and flicker only slightly, as the soil effect is pitch-sensitive.
Pratt's force is revealed irregularly in the light bulb, resulting in a last-second pedestrian work in which the nostrils remain directed over the take-off area. Especially with the four-blade requisites, when the force is drawn in neutral and the leaves become shallow, the aircraft decelerates very quickly. Conquest flyers gain knowledge with which they can foresee all these last minute adjustments.
Using efficient reversal thrusts, captures can get into brief streaks from which they cannot come out, so make plans accordingly. Capture is a brief listing of verrucas that are specifically for the purpose of designing. It is a pleasure aircraft to fly manually, but changes in performance and airspeed necessitate tuning of tilt and yaw to keep the aircraft upright.
Standard torquemeters are known for headache when introducing fresh water into the piping system. A Cessna 195-like retractable light fixture creates a crash of the aircraft cabin when extending at over 200 KIAS. A lot of owner use a self-set 175 KIAS velocity limitation for the lamps, because this corresponds to the limiting rpm for the gears and the first flap well.
Electromotors, which drive the light up and down, often stop. Due to the close similarity with the piston-powered double -Cessnas, 425 aircraft operators must ensure that their aircraft are refuelled with Jet-A and not anvgas. The conquest of an aircraft that is no longer in manufacturing is well backed by the plant and several stores throughout the state.
An additional inspection document that requires severe inspection for ageing turbo-props concerns Conquest I. It is a major task where the blades and rear have to be removed to examine the fasteners and look for anticorrosion. Blackhawk makes the above rebuild for $610,000 and will install new PT6A-135A motors in replacement for your old -112.
Unoccupied credit is given for TBO of trade-in motors. The Blackhawk company converts six conquests in 2011 and alleges to have more than 20 per cent of its aircraft changed. The Eagle Aviation's Conquest I is fitted with PT6A-135 thrusters mounted under Blackhawk's STC. He can keep the take-off performance up to the low 20's and increase the airspeed during high-altitude flight.
During the conquest I have divided dampers, which only produce air resistance and no buoyancy - so it is possible for the 425 to reach take-off and landing strips from which it cannot get out. The American Aviation speedstacks ( top ) perform threefold tasks by looking good, removing carbon black from the aircraft and add a few knot. The American Aviation Velocity Stack exhausts perform the threefold task of increasing cruising speeds by a few knot, removing carbon black from the aircraft, and are more aesthetic than standard exhausts.
Whilst the cost can be huge, ownership of a turbo prop such as a conquest gives its owner more security, power and dependability (see "What the owner has to say", sidebar). More than 30 years old legacies are proving their worth every single night to thousands of people. Until there are appropriate new aircraft to substitute them, aircraft like the Conquest will continue to be precious aircraft.
Mr. Bedell is First Officer of a large carrier and co-owner of a Cessna 172 and Beechcraft Baron.