Yes, I noticed too. I think the reasons are:

Some of the SID inspections are now hitting recurrence, so their long term burdens are starting to take a toll on market values.

The price of fuel has 441 pilots looking at jets. You can get a lot of jets for the price of a 441.

441 owners tend to be older, so move out of the plane as they retire.

It is simply supply and demand in the end.

Mike C.

I have noticed too that the prices seems to have come down a little, but it also seems the current ones for sale has higher total time and more hours since overhaul...?

Another funny thing: plane and pilot did a story on the new GE Turboprop engine. It has revolutionary new features like single button start, computerized over temp, over torq protection, and is more fuel efficient than a PT-6...... Hm, Garrett had all those features in the 70's. I enjoy starting my Garretts, just push one button and everything thereafter is automatic. No worry about ignition, fuel enrichment, etc. on takeoff apply full pier and the computer keeps from over torq and over temp

Mike, I've followed your posts with interest. Question: do you wear /have a brass rat?.......
Just asking, Bill Jeffers, '61 course VI

No, I didn't get one. Seemed ostentatious. Not as much the tradition for the grad students, particularly in my day.

1988 SM course VI.

Mike C.

I thought there might be that connection from reading your posts. As far as ostentatious, very few people know what I'm talking about, and very few recognize them. But occasionally it's fun to connect. I still have mine but don't wear it much. BTW, there is now a ring for grad students. Best regards, Bill

Well, that's not so true anymore. Google can find pretty much everything.

So where do 441 owners/operators hang out?

Does not seem like many here.

Weren't many on CPA.

Not evident on CJP forum.

www.conquestowners.org seems dead, last post 6 years ago in the forum.

Google search revealed no conquest pilot forum.

Do Conquest pilots not interact much?

Mike C.

This may be the most active place. We asked for and received a section for Conquests in the Twin Cessna forum but it's basically Max and I for the 441 stuff. A few 425 guys are active there as well.

Mike, have you tried The Twin Cessna Forum?

http://www.twincessna.org/forum/index.php

It was a good source of info when we had our 414. I'm sure there is some good knowledge of the 441 there!

Just another plug for the C441. Near full gross weight,FL350, 59 gal/Hr and 288ktas (ISA +8). Cabin at 11K.

Needed the altitude to top the weather in FL last week.
Many 441 pilots who never flew RVSM equipped planes told me it wasn't worth the hassle. I beg to differ. It's a game changer.

From looking at the FAA RVSM approval listing, my theory is few are owner flown - most 441's/PA42s (the 400LS) are on 135 certificates or owned by companies that have a company pilot so chances are you will see very little type specific traffic. The logical place to look would be the Twin Cessna Forum, but as Martti points out, not much traffic there. Other than that, BT would probably be the best place to get some real world feedback.

That is one advantage of the jets. They have 8+ PSI pressurization, so at cruise they have 8000 ft cabins. There is a noticeable difference in fatigue between 8K and 11K elevations.


How much hassle/money is it to get, and to maintain?

Mike C.

That is one advantage of the jets. They have 8+ PSI pressurization, so at cruise they have 8000 ft cabins. There is a noticeable difference in fatigue between 8K and 11K elevations.


How much hassle/money is it to get, and to maintain?

Mike C.

Martti,
Your fuel burn seems a little high compared to what I usually see. I usually see around 400 lbs (60GPH) around FL310. At FL350 it is more like the mid 300 lbs/HR, sometimes down to 46GPH. Have you calibrated the Shadin during many top-offs? On the forum of C90 versus 250, I see the 250 uses 530 lbs/HR at FL310 burning 80GPH, and 270KTS. I wonder how that would compare to a Conquest at same speed? I might find out tomorrow

I'm thinking of installing the Inogen Aviator G3 oxygen concentrator in my refreshment center for high altitude flight. Unit's are cheap-ish, never needs refilling, is FAA approved and work well at cabin altitudes up to 15000ft. I don't even know why people bother with oxygen installations anymore - this should be the new standard. The fighters have had them for years.

http://www.inogenaviator.com/products.html