Country of origin:

United States of America

Description:

Pressurised light utility transport

Power Plant:

Two 231 kw (310 hp) Continental TSIO-520-J six-cylinder horizontally-opposed air-cooled turbo-supercharged engines

Specifications:

History:

On 10 December 1969 Cessna announced it was introducing a new pressurised twin-engine aircraft known as the Model 414 and this aircraft combined the basic fuselage and tail unit of the Model 421 with the wing of the Model 401 fitted with two Continental TSIO-520-J turbo-supercharged engines driving three-blade constant-speed fully-feathering propellers 1.94 m (6 ft 4½ in) in diameter. Cabin heating and pressurisation were provided by a Garrett AiResearch engine-bled air system with either engine being able to maintain full pressurisation. Accommodation was provided in eight seating layouts for up to seven persons, including crew.

The Model 414 was a cantilever low-wing monoplane with fixed wing-tip fuel tanks. The fuselage was of conventional all-metal semi-monocoque fail-safe structure in the pressurised section. The tail unit was also a cantilever all-metal structure and the undercarriage was a retractable tricycle type with electro-mechanical retraction. It was intended that the new Model 414 would be marketed alongside the Model 421.

The prototype Model 414 was flown for the first time on 1 November 1968. A total of 1,055 Model 414s was built, production of this model ceasing in 1985, along with most light aircraft production in the United States due to product liability problems.

The payload and range performance of the aircraft initially received some criticism and in 1979 a re-designed variant appeared with a new bonded wet wing, no tip tanks, a longer nose, a new undercarriage, a revised tail and increased luggage capacity. At this time the Chancellor name was adopted and it became the Model 414A, the engines fitted being the Continental TSIO-520N units. Cessna described the 414 as the “lowest priced pressurized twin you can buy”.

During its history the type received some development. In 1982 the Model 414A Chancellor III appeared and this was the top of the range model. Models available were the basic Chancellor without avionics so the customer could equip the aircraft to meet its requirements; the Chancellor II fitted with a 400 Series Avionics Kit and standard features which were optional on the base model; and the Chancellor III with the 1000 Series avionics, monochromatic weather radar and air-conditioning as standard.

A variant of the Model 414 was that produced by Riley, known as the Riley (Cessna) Rocket 414. This involved the installation of 298 kw (400 hp) Lycoming IO-720-B1BD eight-cylinder engines with turbo-superchargers and intercoolers, this model having a maximum cruising speed of 483 km/h (300 mph) at 7,315 m (24,000 ft).

Another conversion was the RAM Super 414AW. This company, RAM Aircraft Corporation of Waco, Texas, specialised in power-plants and accessories. It developed a new engine installation, replaced neoprene baffling material with a silicone material and designed a new exhaust system and upgraded engines, fitting Continental TSIO-520-NBR engines of 242 kw (325 hp). Winglets were installed and there were increases in performance and weight from 3,062 kg (6,750 lb) to 3,215 kg (7,087 lb) in the Model 414A.

In 1986 Australian Cessna distributor Rex Aviation stated it had received good response from overseas customers for its development of a wide door on the 400 series of Cessnas. It subsequently contracted work of converting the airframe to this configuration to Transavia in Sydney, NSW, the conversion of the 414 series becoming known as the Model 414A-1, the first converted being a Model 414A which became VH-JET, which could carry up to two stretchers with two or three attendants in the aeromedical role.  This modification eased the loading and unloading of stretchers but was also helpful in the freight role.