Cessna 414 vs 414A Comparison | Most Requested Video to Date!
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- เผยแพร่เมื่อ 10 ก.ค. 2019
- You asked, we answer. So many of you have wanted to hear about the differences between the Cessna 414 or "straight 414" and the 414A Chancellor. I apologize for taking so long to get to this topic, but here it is!
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Typical mid-70’s Twin Cessnas with tip tanks were equipped with 100, 163, 183, 203, or 223 gallon fuel capacities. One needs to consider whether it was economics driving Cessna to harmonize the parts between the 402, 414, and 421. The 402B/421B already had the long nose. The wing and landing gear systems were mostly standardized amongst the 402C, 414A, and 421C.
Fantastic video. Thorough and to the point!
Great comparison video! thank you for all the info!
Thank you for the video on the 414 Cessna
Thanks for the video, We just bought a 414A today! I like your avionic upgrade, will be doing something similar this winter..
Congrats! Its truly a wonderful airplane, and I'm sure you'll really enjoy what it will do for you. Have a look at one of the services our company provides if you're looking at doing a panel! Here's the link. www.chancellorav.com/digital-design-services
The floats guy You should create channel and let the fun begin.
Thank you my lending department just had a discussion on 414 vs 414A and the International Registry requirement for the 414a, thanks for the information!
wow, what a beautiful plane !!!
Great comparison video.
A Really interestng comparison is a 414a & the 421a!
That wiing delivers almost exactly the same payload n performance with 310hp as the earlier model delivers with geared 375hp!
Great video, learned a lot!
Thanks Scott!
Great vid and info. The differences are the reason for my interest in only the 414A model! Fuel system similar to my Baron. Just two tanks. Still researching the spare issues currently.
Parts availability is excellent for these airplanes. Well supported in a number of different ways. Feel free to reach out If you'd like some guidance when the time comes to select an aircraft and perform due-diligence, our company can definitely help you land on the right airplane.
Great job! Sold!
Previously owned a 414, will be getting another, probably an A. In my view the plane does not have enough power sources to justify an "all glass" cockpit, 1 battery & 2 alternators. Total electric failures do occur and power surges from lightning strikes and other causes can disable backup instrument batteries. One case of that that I know of. There's plenty of panel space and my "new" 414 will include the "non electric" basic flight instruments as a backup to the "glass" instruments.
Very nice summary, the 414a has some improvement in performance (range) compared with the straight RAM 414. However 10 years ago I chose a straight 414 over the 414a or 421c (my first choice) due to the wing spar AD at 10,000 hours ($80,000 10 years ago, wondering is the wing safe while you are flying ) due to prior NTSB accident issue. The biggest shortcoming of the 414 is range (850 nm) about 4 hours of flight, but that is all that passengers can handle. Fuel management is more complicated but you get used to it pretty quickly. The 414 is a very reliable platform best in my opinion for 2-3 hour missions (in the Midwest where I live) but it fills in to go the the east and west coast when my cross country platform is down. Those missions are long and require a fuel stop, but no complaints here when it fulfills the mission.
Hi Michael. The wing spar AD only comes due at 9000hrs on 414A’s that bear serial number 200 or earlier. 201 and later don’t come due till 15,000hrs. If you go read the actual report on the airplane that had the wing separate, it had over 30,000hrs on it, and well over 100,000 cycles. None of our airplanes come anywhere near that. The AD is really meaningless for 95% of owners, and the wing is perfectly sound. A bit of a knee jerk reaction on the FAA’s part, in the opinion of many.
Very nice!
Very nicely explained.
Thanks
Thanks!
The normal wing loses the outer couple of feet of lift because the air curls over the wing tip and raises the pressure killing the lift. The winglet actually makes the wing act as though it were longer by blocking the airflow from spoiling the vacuum on top of the wing at the tip.
Fantastic video.
Well-paced, clear, concise and very informative.
Thank you. I’ve seen a a few of your videos now and really like the way you present.
The 414A beckons!
Hey big fan of the channel I totally admire the 414a I was wondering if you could do a short video on the potty seat if you have it? I've never even seen a good picture of one 😂 how do you empty it etc? I know it's an odd one but I'd really appreciate it
How a out comparing the 402 and these? Please 🙏🏼
Wish I had the hydraulic gear and the wet wing in my 340a. Really want the wider isle too, jealous!
There's plenty of 414A's on the market my friend!
S4 Aviator are you suggesting we have TWO twin cessnas ??? Ouch !!
How about a video on 414 known ice limitations
Thanks S4 Aviator, I'd come for a fly but I'm in Australia lol
The 414A would need quite a few stops to make it there!
You said that the plane lost a lot of nose weight because of the avionics upgrade. How bad does that mess with the weight/balance. Do you have to put luggage in the nose first?
It moved the CG aft, and we only need ballast in rare loading situations. We've always loaded luggage in the nose first anyways, as most 400 series owners do. Its spacious, keeps the baggage out of the cabin, and helps keep things balanced. So you basically always want to load the baggage nose-first. Thanks for the comment!
Beautiful Cessna twins 310, 320, 335, 336, 337, 340, 401, 402, 404, 406, 414, 421, 425, 441
I agree Leonardo! Thanks!
You forgot the 411 and the 303
I'm sorry, but the 414 is the GOAT! One reason - "Tip Tanks". Bam! Argument over. 😎👍
I'm buying a 414 because I heard of the spar problem the A model.
That's probably the worst reason to choose a straight 414 over a Chancellor. With the exception of the first 200 airframes built, the spar AD doesn't come due until the airframe has 15,000 hours on it. There has only been one in-flight wing failure on this wing, and it was in a Cessna 402C that had 30,000 hours and over 100,000 cycles on it. 99% of the 414A fleet does *not* have the spar AD complied with simply because there aren't too many airplanes out there with 15,000 hours on them, and there's never been a failure in a 414A. Even if you bought a 10,000 hour 414A, you could fly it 200 hours per year for the next 25 years before the AD came due. The 414A is certainly considerably more expensive than a straight 414, but there's a reason for that. It's overall a much better airplane, and the values demonstrate that.
@@s4aviator804 Thanks for the info. I'll keep it in mind, but I had a straight 414 a few years ago and loved it.
@@JazzBuff23 Oh don’t get me wrong, the straight 414 is a fantastic airplane, the 414A is just a significantly more evolved and refined airplane.
Why are there two exhausts per engine that are different sizes?
Hey Scott. The larger of the two is the engine exhaust in the way you'd normally think about it, the smaller pipe is the turbocharger wastegate exhaust.
@@s4aviator804 ah ok. Thought it might have something to do with the turbos. At my job we had a Baron leave and lose the smaller pipe during his run up
Try using a radio lav mic. It will make you sound as professional as your content.
That is a big tail
But the short nose 414 is just so "plane" pretty.