AADR Airtest – Chancellor: Cessna’s Thrifty Corporate Twin

The Wichita marketing machinery has turned out many relevant facts among the expected superlatives when describing the Chancellor 11/111 series: Efficiency begins with the purchase price, and Cessna claims that even fully equipped with avionics and accessories the Chancellor is $US50,000 less than its comparably equipped competitors.

In operational service, the Chancellor series proves its efficiency is just as remarkable. The type’s twin 310hp engines use 20 per cent less fuel than other types in the class, to deliver the same cruise speeds, adds Wichita.

Chancellor range is a claimed 1294nm on 204 galls/US usable fuel.

Among the descriptive prose is the claim that the Chancellors’ sign is as beautiful as it is efficient. When the AADR evaluation tea in. first saw the Chancellor II outside Rex’s hangar, the first impression was undoubtedly one of grace, sleek speed and Rolls Royce class workmanship – the sort of thing one would expect with a $335,000 price tag hanging on it even though the asking price at the time of testing included a multi-axis auto-pilot and airborne radar (RDR 160).

Sorting out more facts from the colourful descriptive, Chancellor’s elegance within the airframe, both in the front office and the six-seat “board room” astern is a strong backup selling point when wedded to transit speed, fuel economy and generally lower-than-average operating costs.

But despite the adornments eulogised by descriptive prose, the Chancellor isn’t just a pretty face.

Aimed precisely at the middle of the corporate/chart sector, the 414A is to many people (AADR included un someone shows us a better mousetrap) the type with the lowest-priced tag in type, the greatest range, top fuel efficiency, plus a formidable useful load (2262Ib), handsome cruise! speed (224 knots in ISA conditions at 24,500ft), and a high se l vice ceiling (31,350ft on two engines, 19,850 on one).

The actual pressure vessel, seating eight, has everything in it to please the corporate man – the type tested was fitted out in corporate configuration. Stressed to take a maximum 5. 3psi (normal is Spsi), the cabin aft of the mini-flight dee boasts work tables, club seats, flight deck dividers, a local l notified as the eighth seat – all extras which have that feeling c going “thunk” when you open or shut them rather than the dreadfully tinny “slam” sound all too common on some, allegedly corporate machines.

Among Chancellor ll’s strong points is the beautiful! engineered wet wing with a loading factor of 29. 89lb/sq ft bonded to a silky finish and embodying a fail/safe criterion Fuel capacity is a handsome 213. 4 galls/US (204 gallons usable).

There is, according to Rex’s Frank Bonnor who rod right seat on the evaluation, some commonality with the 421 in the fuselage section; the 414A is about 750lbs heavie1 than the 421, and while the 421 might have the edge over Cessna’s Chancellor at sea level, the Chancellor leaves the 421 for dead when altitude and lower temperatures are recorded.

Incidentally, the Chancellor has the same engines as its confrere, the 340 – the well-known Continental six-cylinder TS10-520-NB, rated at an admirable 310 each to 20,000ft, a fact proved during AADR’s evaluation.

Time Between Overhaul is recommended as 1400 hours.

The aircraft supplied for the test, still US-registered November 37293, had been on Australian soil for about two months at the time of evaluation.

Fitted out in standard executive configuration, this Chancellor 11 was then offered to the market at $335,- 000; the price, as mentioned, included full avionics, many optional extras and an RDR 160 radar array.

Walk round revealed that the long nose-cone houses avionics and nose-wheel housing and yet has a deal of baggage space available; there are no inboard undercarriage doors – and while on matters pertaining to the main wheels, it’s possible to get a five-second operating cycle with both engines going, 7. 5 seconds being the average extension/ retraction time with one engine out.

This aircraft bore the Wichita serial 414A-0261.

Rex Aviation estimates that the Australian sale rate of this excellent aircraft type averages about two a year. What the rate will be after the latest fuel-scare crisis is still anyone’s guess – but when all factors are considered without emotion, the Chancellor II represents a sound investment in any board room member’s language.

Weight and balance exercises are interesting equations with the Chancellor; the temptation to load nose and wing lockers, plus the S00lb space available in the aft cabin, is irresistible.

Of course, something has to give despite the 2262Ib useful load carded for Chancellor II. We have yet to see a twin-engine type able to lift everything and not offload something . . .

Inside the aircraft via airstairs – and noting the multipoint main door locks designed to maintain an integrity to fail/safe standards when pressurised – the quiet, dignified and thoroughly businesslike atmosphere of a professional’s air z aft was immediately apparent.

Leaving the cabin evaluation team to look around in the main cabin, we settled into the lefthand seat and took in the panel and general layout.

My first acquaintance with the flight deck layout (it would be an insult to call it a cockpit) was one of a neat, uncluttered office. That impression remained throughout the flight.

The three main sections left to right housed flight instruments, a cabin pressurisation knob, and an annunciator, centre section took care of nav/com, and weather radar, with engine gauges stretching above from left to right, and the right section housed cabin ventilation plus duplicated flight instruments.

Visibility, control accessibility (even the flap lever set, as usual, to the right of the power quadrant), seating and general workmanlike arrays got full marks on the test report sheet.

Remarks from the back end, even before engines start, echoed the finish and comfort of the passenger section – with surprise being noted at the more than adequate visibility through the oval windows (five a side).

Repeating the visibility factor from the front office; wraparound windows extend back almost as far as the cabin divider, and the view over the raked nose is nothing less than excellent.

Starting the close-cowled Continentals is a standard drill; the clearance between prop-tips and fuselage helps keep decibels to a decidedly low level, helped by the pressure retaining integrity.

With the big 6ft 4. 5in McCauleys turning, the Chancellor was eased out leisurely to the holding point, several vital speeds being noted en route: Vne is booked at 237kts IAS; Vno 200; Va 144, Vfe (15 degrees) 175, 45 degrees at 145kts; Vlo 175kts; Vmca (air minimum control speed) 79; Vy (one engine best rate of climb) 108kts.

Flight planning had taken into account some air-to-air shots in the Barrenjoey region in company with a 210 chase plane, then a long raking climb to West Maitland, north-west to Jerrys Plain and then a long descent past Mangrove Mountain back to Sydney.

Braking was checked on the way to the holding point, and weight was assessed at about 6450Ib, well under gross. The outside air temperature at the holding point was +20C, the wind was almost light and variable.

Pressurisation was dialled in before the take-off run; fuel flows checked, usual checks with throttles at 1700rpm, mags, vacuum, props cycled, and the evaluation Chancellor was ready to fly . . .

Brakes were held on briefly while power was applied, and then with full power and 2700rpm showing, the test aircraft was allowed to roll.

Without significant torque, Ymc was passed and forgotten in an exhilarating acceleration accompanied by pure-power sound filtering in faintly from somewhere outside the pressure vessel.

Settings of 38/2800 were recorded during the final phase before unsticking; the nosewheel was raised gently at 93kts IAS with lift-off occurring at 98kts IAS, right on book recommendations.

Ground roll is carded at 2185ft in ISA conditions, but the test Chancellor fairly leapt into the air with the decreased weight in something under 1200ft.

The initial rate of climb was 1300fpm while undercarriage UP was selected, the publicised five-second cycle happening in that precise time span with no appreciable pitch changes.

Climb rate eased back to 1000fpm with 32/2500 on the clocks as the test aircraft left Bankstown’s circuit. At 1500ft the climb rate was eased off to 900fpm, keeping the same settings and with fuel flow notching 125Ib/hr on each Continental. Indicated airspeed was showing 160 knots with OAT cooling down to +18C.

We set up 44 per cent settings on the run to Barren Joey – 24/2150, giving an IAS of 155 knots and fuel flow of 75lb/hr. Noise level, visibility and cockpit workload were again recorded in this preliminary phase; all were assessed as very low, excellent and low respectively.

Main cabin occupants remarked on the extreme comfort of travel in this airborne boardroom.

The photographic session in the Barrenjoey area proved the claim that Chancellor II was a docile, crisp aeroplane. Control response in all planes is excellent, with precise judgement of input/response being possible. The Chancellor’s statuesque rudder is also felt as a control surface worthy of such an aircraft.

Picture-taking over somewhere near The Entrance, we stopped tracking a merchant ship way out in the distance by the RDR 160 and dialled in the 400B NavoMatic auto-pilot to take us up to F1 250.

Settings of 32/2500 were applied (120Ib/hr per engine), and we ascended at 1100fpm with IAS on 113kts. Outside air temperature was almost ideal for this climb, showing +7C at 7200ft.

The rate of climb increases with height, according to Frank Bonnor. He was entirely correct; roe was 1200fpm at 8200ft and was still trying to top that at FL 110 with 115kts IAS showing, OAT at O degrees C and settings steady on 32/2500.

At Flight Level 150 the outside air had cooled to -10C, same settings glued to the gauges had 115kts IAS showing. Fuel flow was assessed at 132lb/hr/engine.

Cabin pressure was coming in steadily, without any “working” sounds from the airframe or windows. One of our passengers confessed a hypersensitivity to pressurisation changes which had played hell with his ears on commercial flights.

His surprise was pleasurable when he added that he’d had none of that excruciating pain inside the Chancellor’s pressure vessel, thanks to the unobtrusive pressurisation.

The 400B proclaimed in definite tones that we were nearing the top of our assigned climb as the altimeter crept towards FL250. At the prescribed height we levelled off and took more recordings; OAT -28, 31/2450 settings (about 74 per cent power), fuel flow at 133 lb/hr/engine. Indicated airspeed was steady at 147kts.

That made TAS a satisfying 222 knots – the surprise came when TAS was compared with the Manual after coming back to 54. 3 per cent power, and noting 130 knots indicated.

Consuming about 10 miles per gallon, we flew on for a while to settle the readings. With settings of 27 /2200, OAT of -28C and fuel flow of 150lb/hr/engine, 54. 3 per cent power was confirmed by the Manual.

According to the book, we should have been making good a TAS of 176 knots. The actual true airspeed being mad J ( good was an astonishing 201 knots!

Descending through FL 216 the test Chancellor cranked up to Vne with 26/2200 on the clocks, OAT of -21C and a des l cent rate of 100fpm glued to the VSI together with 172 knots indicated.

At all stages of ascent and descent, after switching out th 400B NavoMatic, controls were fully responsive and crisp, and there was no suggestion of a lack of eagerness in either the airframe or engines.

By the time 10,000ft had been reached, with 194kts IAS and OAT of O degrees C, settings had been altered to 23. 8/2300. True airspeed worked out to a comfortable 228 knots.

At lower altitudes, engine-out performance was assessed with each motor throttled back in turn. The drill for engine out is:

• Throttle closed after engine identification.
• Mixture to Idle Cut-Off, prop feathered.
• Fuel selector off to “dead” engine, auxiliary fuel pump off to the malfunctioning engine, cowl flap shut, mags off, alternator off.

Feeding in the bank of about five degrees towards the inoperative engine is all that’s needed, with the slip ball about half out of plumb.

A sea level rate of climb is booked at 290fpm ir, ISA conditions, for the Chancellor II.

Air-starting after testing was simple; purge the silent motor, mags ON, fuel selector to MAIN, throttle half-inch forward, prop pitch forward of the detent, activate the primer, and auxiliary fuel pump to LOW.

Circuit drill is recalling the Vmca of 79 knots, and setting a minimum approach speed of 94 knots in a normal approach. Turn from base to finals is typically sedate, with power being used to stabilise the approach speed and attitude.

Flaps fully out, 94 knots showing, the standard drill is to gradually bleed off the power while passing through the final 50ft of altitude, and initiate a flare into the landing attitude.

Normally, power is continuously reduced while letting the aircraft touch, mains first, just above stall speed.

Our first touch was made slightly “hot”, with the aircraft settling late.

Before ending the evaluation, stalls were performed in the training area as a matter of completion of all testing.

A stall is a stall . . . In Chancellor 11, the pre-stall phase is marked by a distinct aerodynamic buffet, increasing as the stall is approached. Clean, the aircraft dropped cleanly through at 82 knots indicated, dirty stalls happening at 72kts IAS.

A power-on stall happens at a very steep angle, with or without a flap, and a wing may or may not drop together with a healthy sink rate.

The final landing, made by Frank Bon, was completed in far less than the normal ISA condition 1013ft. Frank’s shortfield landing made it possible to turn off at the first intersection at Bankstown, without undue juggling or wizardry.

Summing up the Chancellor II from Wichita, it is undeniably among the front-rankers for both small/medium corporate bodies and charter operators, in Australia.

It has both flexibility and economy, room enough within to be really comfortable on the normally longer hops between cities, boasts enough guts to operate from surfaces other than billiard-table bitumen, and power sufficient to cope with most temperatures in Australia without sacrificing too much in terms of payload.

And we feel that men of decision can really work inside the cabin without sacrificing concentration- to the Devil’s decibel. Many twins purport to be corporate machines but fail in actual operational tests because the noise level is just too high for any real work to be done in the cabin without shouting.

Cessna – and Rex Aviation – are sufficiently confident in their Chancellor II to state quite bluntly that the Chancellor II has the best price/performance/comfort combination of any cabin-class twin.

As far as the pilot is concerned, the workload in the 414A is low; Cessna’s attention to control placement and dial-scanning, plus anatomical seating, is excellent.

Data Box

Cessna 414A Chancellor II: Twin-engine eight-place corporate or charter type, low wing, retractable, long-range high-altitude performance type. Pressurised cabin.

Price of the aircraft tested, with extensive avionics, 4008 auto-pilot, RDR 160 weather radar, and many optional extras, is $335,000 at the time of testing. Aircraft evaluated supplied by Rex Aviation, Bankstown, NSW, telephone (02) 70 0661. Price current at the time of testing.

Specifications: Gross weight, ramp, 6785Ib. Take-off, 6750Ib. Landing 6750Ib. Zero fuel 65151b. Standard empty weight (II Model) 4523Ib. Useful load 2262Ib. Baggage allowance 1500Ib.

Engines: two turbo-charged fuel-injected Continental six-cylinder TS10-520-NB rated at 310hp to 20,000ft. TBO recommended 1400hrs.

Propellers: McCauley constant-speed, three blades, 76. Sin.

Wingspan: 44. 12ft. Wing area 255. 8sq ft. Wing loading 29. 89Ib/sq ft. Power loading 10. 89Ib/hp.

Fuel Capacity: (standard) 204 galls/US usable. Oil capacity 26qts.

Length: 36. 38ft. Height 11. 45ft. Max cabin pressure 5. 3psi.

Performance: Limitations, Vne 237kts IAS in ISA conditions; Vno 200. Va 144. Vfe (15 degrees flap) 175. With 45 degs flap, 145. Ylo 175. Ymca (minimum air control speed) 79. Vy (one engine best roe) 108. The manual recommended normal approach speed (minimum) 94.

Speed, best power mixture, maximum 239kts IAS at 20,000ft. Max recommended cruise, 10,000ft, 193kts. At 24,500ft, 224kts. Rate of climb, sea level, two engines 1580fpm. One engine 290tpm. Service ceiling, two engines 31,350ft. One engine 19,850ft.

Take-off performance; ground roll 2185ft. Over 50ft obstacle 2595ft. Landing; ground roll 1013ft. Over 50ft obstacle 2393ft.

Stall, flaps up nil power, 82kts. Flaps down, nil power, 72kts.

Range, recommended lean mixture (inc allowance for start, taxi, take-off, climb, descent plus 45mins reserve at 45 per cent power, speeds calculated at mid-cruise weights); max recommended cruise computations include following:

• Fuel weight 600Ib, height 10,000ft, 191 kts, endurance 2. 33hrs, range 434nm.

• Fuel 900Ibs, altitude 10,000ft, 192kts, endurance 3. 81hrs, 718nm.

• Fuel 1224Ibs, 10,000ft, 192kts, endurance 5. 4hrs, 1026nm.

• Fuel 600Ib, 24,500ft, 219kts, 2. 3hrs endurance, 465nm.

• Fuel 900Ib, 24,500ft, 220kts, 3. 78hrs, 791 nm.

• Fuel 12241b, 24,500ft, 221kts, 5. 37hrs, 1147nm.

Max range: • Fuel 600Ib, 10,000ft, 147kts, 3. 53hrs, 522nm.

• Fuel 900Ib, 10,000ft, 145kts, 6. 06hrs, 886nm.

• Fuel 1224Ibs, 10,000ft, 144kts, 8. 98hrs, 1294nm.

At 25,000ft: • Fuel 600Ib, 192kts, 2. 68hrs, 496nm.

• Fuel 9001b, 190kts, 4. 65hrs, 866nm.

• Fuel 1224Ib, 185kts, 7hrs, 1286nm.