Looking for input/experience with running the 414 at long range cruise settings instead of "go fast" mode. Fuel burn, power settings, altitude at what indicated airspeed and true air speed?

Assuming about 1.2 - 1.3 X best glide for best long range cruise indicated airspeed. Would plan on running LOP (with JPI and GAMIS of course) even though RAM is opposed to LOP operations.

The 414 is not subject to the spar A.D. but has several exhaust A.D.s. Also sounds like the landing gear needs to be rigged each year by a knowledgeable shop. Surprisingly good accelerate/stop distance of 3,000'. Wondering how the landing gear would be on good for occasional landings on good condition dirt/grass strips? Assuming a well maintained airframe, can annuals expected to be in the $5K - $10K range? Any big expense "gotchas" to know about? Guessing about the same cost to run a 414 as a P58 Baron (owned a P for about 700 hours).

Thanks for your input.

Tom

Hi Tom

Can't really answer your 'cost' question, but I would suggest you take a little closer look at the Cessna exhaust system and its recurring inspection requirements. Unlike the P Baron you are familiar with, those Cessna installations mount the turbo on the spar. The exhaust from the engine is routed through a bunch of ball joints that are necessary to handle engine movement relative to the fixed turbo, hence the frequent inspection requirement because you don't want to blow torch the spar when a leak occurs. All those 1600dF+ pipes moving around relative to the fixed mount turbo is a bit disconcerting to me. YMMV

I went down this path a couple of years ago and the issue that kept coming up was corrosion. A number of these planes are worthless because of corrosion, but its hard to spot unless you're very knowledgeable about the plane.

Thank you Don!

Tom

The only twin Cessna I would consider would be a 414A or 421C.

Lots of room and payload.

Marc, how about a 414 that has 2,100+ of useful load and RAM VII 335 hp engines? A draw back to the short body 414 is only an alky windshield so not FIKI...but that doesn't matter much to me regarding the way I do my best to avoid/escape inadvertent ice. And the 414 is not subject to the expensive spar A.D. but of course has several exhaust A.D.s.

Tom

Hi Tom

Just had an occasion to look at a nice 414 in the shop behind my hangar yesterday. Nice plane, but one thing that caught my eye was the lack of corrosion proofing visible through the inspection plates open in the aft fuselage and wings. Your location should not present any present problems, but since these planes move around the country a lot during their lifetime, one may be exposed to a coastal environment during a previous owners stewardship.

Zinc Chromating all the interior panels like Beech did on many models really helps preserve these wonderful machines much better than just the clad normally applied to the aluminum sheets.

The corrosion that you mostly need to be concerned about is in the wings. Its hard to spot (I'd suggest using a flexible borescope), but if its present the plane is a yard ornament.

Got your pm Tom and I'll get those long range cruise numbers shortly.
Just a couple clarifications

Late 414's are fiki, my 1976 is.
My 414 has 7 seats and 1900 useful after a re-weigh

I'm already due for my first oil change and have flown over 30 hrs in it last 30 days and have been happy

+10 on that Don, Flew into Fairfield Iowa once in a 414 ram VII and after landing did my usual walk around look see. Noticed a slight discoloration of the paint where the exhaust was routed....Ended up finding a nickle sized hole in the exhaust after the turbo. The mechanic found the metal was so thin he stuck his finger in the hole and made it the size of a quarter while we watched. Afterwards he turned to me and said, " Had you guys flown back home you'd have blow torched your wing spar". And the plane just came out of annual.... Thankyou Lord

+10 on that Don, Flew into Fairfield Iowa once in a 414 ram VII and after landing did my usual walk around look see. Noticed a slight discoloration of the paint where the exhaust was routed....Ended up finding a nickle sized hole in the exhaust after the turbo. The mechanic found the metal was so thin he stuck his finger in the hole and made it the size of a quarter while we watched. Afterwards he turned to me and said, " Had you guys flown back home you'd have blow torched your wing spar". And the plane just came out of annual.... Thankyou Lord

Tom,
Im pretty sure that the 414 as the spar AD.
I believe the 414A also as the spar AD at 15000 hrs.
Here is a 414A Ram 4 with 2374 useful load thats been for sale for over 2 years.

http://www.csplane.com/6727.htm

I just like the A without the tip tanks, just nicer and flys better.

Marc

Here's a quick breakdown on the Cessna Twin Spar issue :

Cessna 401/401A/402B airplanes with 6,500 hours or more
Cessna 402/402A/402B airplanes with 6,500 hours or more
Cessna 402C airplanes with 14,500 hours or more
Cessna 411/411A airplanes with 5,500 hours or more
Cessna 414A airplanes (to s/n 200) with 8,500 hours or more
Cessna 414A airplanes (s/n 201+) with 14,500 hours or more

I believe that there is a spar strap that is also required on some aircraft at high hours but none of them are the 414. The 414 is very similar to the 340 (or vice versa) which has also been without spar AD's.

I have flown a 414 for 19 years. My 2 cents:

1. A very comfortable ride. Pressure and A/C. They are dirt cheap today.

2. Gotta get this dog up in the flight levels to get the 195kts because it had a WIDE body and will barely make 160 at 10,000.

3. Mine (310hp) got maybe 700 fpm on a good day. Hope your RAM does better.

4. The increased weight from RAM is mostly from the formula used by FARs. If you lower the stall speed which VGs in fact do, the formula computes a higher allowable gross weight. Whether the wings know this number is another matter. Higher horsepower of course is a help.

5. I always used 30 inches and 2100 rpm. It gave a quiet smooth ride, and burned about 15 a side. I block planned for 35 an hour total. Never crashed once.

Why are these planes so cheap? Fuel burn?