For as long human kind has had wings, we have been looking for a better way to power them. Hourly operating costs will easily reach into the $250 an hour range, so big expenses won't stop after the rather stiff acquisition costs of a late-model Chancellor. Leaned as per RAM recommendations, each engine chugs down 20.7 gph. So Stuber followed a road less traveled, albeit one that is seeing a fair increase in traffic these days — he bought a turnkey airplane from the aftermarket. On the takeoff, Allmon suggests running the engines to a nominal power setting of about 30 inches, to make sure that the fuel flow has stabilized and that all the other parameters can be cross-checked. In addition, RAM has designed and had approved a machined insert for the mouth of the compressor that smooths airflow and increases efficiency. Page 1 of 5 Typically, RAM completes about 100 conversions a year. Overall, the 414 is flexible. Straining at the power, Stuber's 414 lunges as I release the brakes and wind the throttles up, looking for 38 inches of manifold pressure. This high-altitude, high-temperature performance is the most dramatic demonstration of the new induction system's efficiency; the more efficient the system, the less inlet temperature rise at altitude, and hence the less manifold pressure needed to maintain a given amount of power. Gussets are installed between the rocker-arm bosses atop the cylinder to help prevent breakage. Even with the company is getting its feet wet in piston products again, there are no immediate plans to make any cabin-class piston twins to replace those being retired. Stuber wanted an airplane ready to go, without the headaches, without the running around. All during the climb to altitude, carried out at 80-percent power or 268 hp a side, engine temperatures are moderate — somewhat amazing, considering the newness of the engines and the back-wetting outside air temperature. Initial climb is not breathtaking; no surprise, given the temperature. The 414A starts at an average of $290,000 for a 1978 model and reaches $455,000 for a 1985 airplane. Our test aircraft with RAM's winglets and VGs consistently trued at about 205 knots at FL 240 in warmer than standard air at 75-percent power. Obviously, RAM makes the most of this new-technology turbocharger. (RAM provides well-organized engine-operating tables with every conversion, so it's easy to find the right power setting and to have the appropriate correlating information handy — items like fuel flow and cylinder-head, oil, and exhaust-gas temperatures.). Whether you take off from the water or a gravel strip, with the TPE331-12JR under the hood, rest assured that you have plenty of power (900 SHP) to get in and out, without having to leave anyone or anything … Then RAM measures each cylinder's combustion-chamber volume and airflow through the ports. Set to 75-percent power at FL250 (on an ISA plus 30-degree F day), the latest model makes the same power as the VI on an eye-opening 4.5 fewer inches of manifold pressure. A new bonded wet wing replaced the riveted tip-tanked wing. Pulled back to 65 percent, the Series VII still manages 219 KTAS on 18 gph per engine. Get the latest news on coronavirus impacts on general aviation, including what AOPA is doing to protect GA, event cancellations, advice for pilots to protect themselves, and more. Browse a wide selection of new and used Turboprop Aircraft near you at Controller.com. Cessna obviously got most everything right on the 150/152, even if some of … The Cessna Pressurized Twins Aircraft Operators Group serves as a source of information to its members through its quarterly magazine, Charlie Papa Tango, which contains maintenance and operation tips for owners and operators of 340s, 414s, and 421s. While it's usually desirable to keep your old cores — particularly if they have had good service history — there's so much new in a RAM overhaul that the company's bunch-processing methods should not be of concern. Simulator training is extremely valuable in exploring hazardous operations without endangering yourself or your airplane. At 65 percent, TAS averaged about 195 knots. Allmon suggests that I shoot for 75-percent power, using 30 inches and 2,450 rpm; our density altitude is nearly 20,000 feet. True airspeed settles on 219 knots. If you need any proof that RAM's machinations have paid off, just look at the Series VII performance charts next to previous iterations of the RAM engines, particularly the 335-hp Series VI. At various comparable cruise settings, the VII maintains that improvement; but at high altitude, the new system really shows its stuff. Although Cessna built nearly every iteration possible between the two models, it was the top-of-the-line 421 Golden Eagle and the comparatively stripped 402 Businessliner that accounted for more than half of all 400-series piston sales. Moreover, the turbo works through an intercooler 33 percent larger than the standard Cessna part, breathing through a new under-cowling scoop that separates induction and intercooler air — both the stock Cessna setup and another aftermarket scheme use one source for these two needs. For more information, contact RAM Aircraft Corporation, 7505 Airport Drive, Waco Regional Airport, Waco, Texas 76708; telephone 817/752-8381. RAM also supplies new propellers, vortex generators, and a maximum-gross weight increase of 335 pounds. RAM's winglet or vortex generator kits boost the maximum takeoff weight of a 414A by 300 to 355 pounds. Within the 5-minute time limit, I start the first power reduction — to 33 inches, 2,500 rpm, and 27 gph per engine. In the 1970s, Cessna offered everything from light owner-flown twins to 270-knot kerosene-burning executive transports. On the build-up end, RAM starts with new Continental cylinders — the company does not overhaul or reuse any cylinder assemblies, an expensive move intended to cut down on warranty claims and to assure the customer the greatest possible reliability. Minor grinding of the ports helps to improve airflow, although RAM doesn't take as much material out of the heads as do some blueprint shops. He was prepared to pay for the privilege. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. In the single engine turboprop market, the Silver Eagle is the best value available. The nose baggage and avionics bays of the long-snouted 414A are cavernous and can swallow skis, golf clubs, and lots of other ungainly cargo. First the jugs are sent out to have their bores channel-chromed. For the tip-tanked 414s, RAM offers a 415-pound increase through an engine/prop upgrade and the application of VGs. I couldn't make the schedules I do without it. In the time since our flight, Stuber's put on more than 200 hours, completely trouble-free, he says. The total conversion cost depends on the engine selected- with the PT6A-21 coming in about $100-000 less – and giving a Duke devotee the potential to own a turboprop twin that’s not a King Air for about $1.1 million... with new engines- props- cowls- support systems and engine instruments. The 421, on the other hand, is a higher-powered (375 horsepower a side) and pressurized version of the same airframe preferred by many corporations for its cabin-class comfort and load-hauling capability over longer distances. Here you can find and buy Single engine aircraft - Cessna - Tu206g soloy turbine conversion Over the course of five months, Stuber's company has cut checks totaling nearly $600,000 — all for a tool that Stuber has yet to see, much less put to good use. At one time, it seemed that there were so many names (Titan, Businessliner, Golden Eagle) and numbers (404, 402, 421) that people were easily confused unless they regularly kept their noses in the trade magazines. RAM then groups the cylinders by airflow and combustion-chamber volume to form matched engine sets. Control forces are heavy but rock solid — good for an IFR airplane. All told, these engines show no obvious signs that they're cranking along at about 81 percent of their originally certified maximum of 310 hp. Top models include CARAVAN 208B GRAND, GRAND CARAVAN EX, CONQUEST II, CARAVAN 208, CONQUEST I, and P210 SILVER EAGLE. With decades of technical/mechanical and structural experience, we will ensure your Silver Eagle receives the highest quality care and service the industry has to offer. Still, there is always the desire to take the proverbial peg on to the next level. Photos of pristine street rods or custom motorcycles adorn many of the toolboxes. One glance around the cockpit tells few tales of the RAM conversion. 200 amp Generator 13. Those larger cowling exits and smoothed outlets are really paying off; no cylinder rises above 400 degrees F, and the oil temperature stays around 210 degrees F. While we pay close attention to engine management, the Cessna obliges by asking for no great amount of effort to keep on speed and heading. All other temps come down nicely — 375 degrees F on CHT and 190 degrees F oil temp. RAM is pretty conservative with its leaning procedures. 2 Kits AvailableKit A 1. The Cessna 425, known as the Corsair and later as the Conquest I, is an American pressurized The … The various upgrades this Waco, Texas, company has applied to the double-breasted Cessnas could fill a phone book — in all, RAM has nearly 100 supplemental type certificates (STCs) and more than 300 parts manufacturing authority (PMA) approvals to its name. If you're lightly loaded and if ATC allows you to cruise at high altitudes, bladder-busting legs are possible — and they don't have to be painful if the airplane has the optional potty in the back. We climb to 17,500 feet for the first cruise-performance check. Aircraft Owners & Pilots Association Find it free on the store. Maneuvering for landing behind the usual string of kerosene-burners, it strikes me that, for all the added power — some 50 hp over stock — and layer upon layer of modifications, this 414 is not only docile and predictable, but even more flexible and accommodating than the stock machine. Enter the CESSNA DENALI single-engine turboprop, a brand-new high-performance aircraft that changes everything. New Frakes Exhaust Stacks 5. Continental's TSIO-520-J powered the original 414s, while the TSIO-520-Ns pulled the 414A. ... Cessna's 414 is among a large group of aircraft headed for extinction. The engines began life with a TBO of 1,400 hours, which was later extended to 1,600 hours; but, according to many owners, the 1,400-hour figure is a more accurate estimate of the engine's lifespan. Stuber pauses, looks outside at his new airplane glistening in the morning sun, and says finally, "Oh, man. An intensive technical phase preceded the first flight, including the installation of a new driving unit, as well as an exhaustive and comprehensive administrative approval process. Allmon suggests that the winglets really begin to shine in the flight levels. With Stuber looking on and Allmon itching to show off the 414's high-altitude prowess, we set out for FL250, reaching it at an average of 800 fpm from 17,500 feet. This struggle to power aircraft started with the Wright Brothers and has been carried forward into our decade. While the industry as a whole has been moving away from chrome and various chroming processes in favor of nitrided or plain steel bores, RAM continues to be a believer. Pilot Jaromir Hammer flew the Cessna for approximately 1.2 mi (2 km). Passengers will like the 414's large cabin, which offers far more room than do competitors like the Piper Aerostar and Beech Duke. Stuber's 414 exhibits the kind of solidity that you'd expect from an airplane of this weight and size. Market strength of the 414A was rated A+ by the Bluebook's market analysis newsletter, Marketline, this past summer, and it's likely the result of a pent-up demand for piston cabin-class twins since production ceased. Although the 414s have a huge cabin-class interior, the stock airplane has never been a tremendous load hauler. The combination of the dependable Cessna 210 airframe with the safe, reliable Rolls-Royce turbine engine results in a high-performance single-engine Turboprop aircraft beyond compare. 2-Tach Generators 11. But once accelerated to 130 knots — RAM's recommended climb speed — the Series VII posted better than 1,000 fpm. Time will tell, of course, if they make their 1,600-hour TBO in Stuber's airplane. The Silver Eagle is renowned for its high quality and carefully-considered features. Handling, too, will never let you down, unlike some of the competitors with tainted reputations. Electronics International MVP-50 Instrument Panel 8. Finally, then, the hard question for Stuber: Is this airplane worth the money? No other pressurized single engine turbine aircraft offers a standard package that includes so many features and options. 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