8-occupant pressurized twin-engine piston aircraft · Twin-engine piston aircraft · production 1978–1985 · See its reach on the 3D globe
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A Cessna 414A RAM V costs approximately $347k (€321k) to $415k (€384k) to buy at 1985 market values, and about $152k (€141k) a year to own flying 80 hours, roughly $1,901 (€1,760) per flight hour all-in. It seats 8, cruises at 230 kt (265 mph) and has a published range of 1,020 nm (1,889 km), needing about 2,297 ft (700 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The 414A Chancellor is the pressurised cabin-class twin for owners who wanted 421 comfort without the geared engines, and the RAM V conversion adds power, better cooling and speed to an airframe already well suited to long pressurised legs. Well converted and well maintained, it is one of the most capable piston twins available. It carries three separate cost centres. Pressurisation adds its own inspection and door-seal maintenance, the engine conversion is a third-party supplemental type certificate whose paperwork and parts chain must transfer with the aeroplane, and the Cessna twin Supplemental Inspection Documents apply in full. Buy documentation: SIDs, the conversion records and the pressurisation history, in that order.
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 8 |
| Reported payload proxy | 1,389 lb (630 kg) |
| Reported range | 1,020 nm (1,889 km) |
| Practical planning radius (4 people) | Not used for mission ranking |
| Cruise speed | 230 kt (265 mph) |
| Runway need | ~2,297 ft (700 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Avgas 100LL |
| Fixed annual base | $38k (€35k) |
| Direct cost per flight hour | $508 (€470) |
The 414A RAM V combines 8-seat piston-aircraft utility with about 1,020 NM reported range and about 230 kt reported cruise, while payload, runway and operating-cost figures remain indicative and should be verified for the specific aircraft before making a decision.
Indicative cash costs at 1985 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $132k (€122k) | $3,294 (€3,050) | $1.04m (€959k) |
| 80 h / year | $152k (€141k) | $1,901 (€1,760) | $1.14m (€1.05m) |
| 120 h / year | $172k (€160k) | $1,436 (€1,330) | $1.24m (€1.15m) |
| 180 h / year | $203k (€188k) | $1,127 (€1,043) | $1.39m (€1.29m) |
Every figure above is built from a $38k (€35k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $508 (€470) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $90k (€84k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cessna 414A RAM V cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 1985 market price for a Cessna 414A RAM V is $347k (€321k) to $415k (€384k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cessna 414A RAM V works out at roughly $152k (€141k) annually, which is about $1,901 (€1,760) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $508 (€470).
Reported range is 1,020 nm (1,889 km). PlaneFit does not yet use this figure for mission ranking on this model.
Beyond a pilot certificate, a Cessna 414A RAM V requires multi-engine rating, complex airplane endorsement and high-altitude training. An airplane multi-engine land class rating. Insurers add their own minimum: multi-engine time, time in this make and model, and often a checkout with a named instructor before you fly it solo. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,297 ft (700 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.