Cessna’s first turboprop was built to fill the space between its cabin-class piston twins and the Citation, and it ended up outrunning most of the turboprop competition. With two Garrett TPE331 engines, a pressurized cabin for six to nine passengers and a 35,000ft ceiling, the 441 cruises at close to 300 knots.
Production ran from 1977 to 1986 and totaled 362 aircraft. The fleet today flies with corporate owners, owner-pilots and charter operators, most of it upgraded with TPE331-10 engines, and a West Star Aviation executive told Business Jet Traveler he knew of no twin turboprop more efficient per seat mile. Main gear tires are 22×7.75-10 tubeless, with a 6.00-6 on the nose.
Cessna 441 Conquest II Specifications
Figures are for the production Model 441. Range, cruise and cost figures marked -10 apply to aircraft converted to TPE331-10 engines, which now make up most of the fleet.
| Manufacturer | Cessna Aircraft Company (Wichita, Kansas) |
| Type | Pressurized twin-engine turboprop business aircraft |
| First flight | August 26, 1975 |
| Certification | FAA type certificate, August 19, 1977; first deliveries September 1977 |
| Production status | Out of production; ended 1986 |
| Units built | 362 |
| Engine(s) | 2x Garrett TPE331-8-401S/402S, flat rated at 635 shp each; most aircraft since converted to TPE331-10 |
| Max range | 1,720nm ferry; 1,200nm with seats full, NBAA IFR 200nm reserve (-10) |
| Cruise speed | 295 KTAS max (-8); 311 KTAS max, 253 KTAS long range (-10) |
| Max operating altitude | 35,000ft |
| Rate of climb | 2,435 ft/min |
| Takeoff distance | 2,465ft over a 50ft obstacle |
| Landing distance | 1,875ft over a 50ft obstacle |
| Max takeoff weight (MTOW) | 9,850 lb (4,468 kg) |
| Max landing weight | 9,360 lb (4,246 kg) |
| Fuel capacity | 475 US gal usable (3,183 lb) |
| Wingspan / length | 49ft 4in (15.04m) / 39ft 0in (11.89m) |
| Passenger capacity | 6 to 7 executive / 9 max |
| Crew | 1 or 2 pilots; most aircraft flown single-pilot |
| Price (new) | $895,000 (1977) rising to $1.795 million (1986); used examples roughly $850,000 to $2 million (2026 asking prices) |
| Operating cost | ~$1,100/hr total variable (Conklin & de Decker, 2008 basis, -10); about 75 US gal/hr at high-speed cruise |
Cessna 441 Conquest II – History and Overview
Development and Background
By the early 1970s Cessna had a full line of 400-series piston twins and a new jet in the Citation, but nothing to answer the Beechcraft King Air. The 1973 oil embargo made the case for turbines, and Cessna began turning two of its piston twins, the 404 Titan and the 421, into turboprops. The larger became the Model 441, which began life on paper in 1972 as a Continental-powered piston design before development of the turbine version started in November 1974.
The prototype flew on August 26, 1975, and certification followed on August 19, 1977, with deliveries of the $895,000 airplane starting that September. Two months later the sixth production aircraft broke up in flight over Greensboro, Alabama, killing all seven people aboard. The FAA grounded the fleet twice between 1977 and 1979, and Cessna redesigned the tail and retrofitted nearly 100 aircraft in one of the costliest field modification programs in business aviation.
Every aircraft in the field was brought up to the 1980 configuration with a redesigned horizontal tail, and the ceiling rose to 35,000ft in the process, according to Plane & Pilot. Cessna supplied loaner aircraft to affected customers while the work was done.
Design and Performance
The fuselage is a pressurized development of the 404 Titan, with a wide-oval cabin roughly 4.6ft wide, 4.3ft high and 14ft long, lined with six squarish windows per side. The wing is a high aspect ratio design using bonded construction, and it carries 475 gallons of usable fuel. That combination gives the 441 a range few turboprops in its class could match.
Power comes from single-shaft Garrett TPE331-8 engines, derated from 800 shp to a flat 635 shp so they hold takeoff power well into hot and high conditions. Stock aircraft top out around 295 knots, and the airplane climbs at 2,435 ft/min. The single-shaft TPE331 also gives quick power response, a trait pilots coming from PT6-powered aircraft tend to notice.
Avionics are where individual aircraft differ most. The original Cessna 1000A integrated flight control system earned a poor reliability reputation, and retrofits range from Collins APS-65 and S-Tec autopilots to full glass-panel installations with RVSM altimetry, which is required to operate above FL280 in most airspace.
Variants
The type certificate covers one model, but the airframe changed considerably during production and afterward.
- Model 441 (1977 to 1982): Original production standard with TPE331-8 engines and three-blade Hartzell propellers, marketed simply as the Conquest.
- Conquest II (1983 to 1986): Renamed when the smaller 425 became the Conquest I. McCauley propellers replaced the Hartzells from constructor number 195, saving 23 lb, and the last 20 aircraft received Sperry SPZ-500 autopilots.
- TPE331-10 conversion: Aftermarket engine upgrade pioneered by West Star Aviation, now fitted to most of the fleet. It raises cruise to about 311 knots and extends TBO to 5,000 hours.
- Four-blade propellers and winglets: Aftermarket Hartzell four-blade props add 2.5in of ground clearance, about 200 ft/min of climb and several knots of cruise; winglet kits add a few knots more.
- PT6A-112 test aircraft: A Pratt & Whitney Canada powered 441 flew in 1986 but did not enter production.
Operators
Most 441s went to corporate flight departments and owner-pilots who wanted jet-like speed without jet operating costs, and the majority are still flown single-pilot. Charter operators use the type widely, and Australia’s Royal Flying Doctor Service flew Conquests on aeromedical work. Exports went to Canada, Australia, South Africa, Latin America and much of Europe, and roughly a third of the fleet is based outside the United States.
Current Status
Production ended in 1986 after 362 aircraft. AOPA counted 212 on the FAA register in 2013 with about 100 more flying internationally. Asking prices in 2026 cluster around $1.4 million, with well-upgraded, RVSM-equipped examples above $2 million.
Age brings obligations. Cessna’s Supplemental Inspection Document requires an initial inspection that removes the engines, propellers, deice boots, tail and landing gear, and sets a 22,500-hour airframe life for aircraft operated commercially. Owners who have been through it tend to keep their airplanes, which keeps the used market thin.
Cessna 441 Conquest II Landing Gear and Tires
Landing Gear Configuration
The 441 uses retractable tricycle landing gear with a single wheel on each leg. Main gear wheels carry the 22×7.75-10 tubeless tyre, a size the type shares with the 404 Titan, the F406 Caravan II and the early CitationJets, while the nose runs a 6.00-6 tube-type tire.
Landing gear removal is part of the SID initial inspection, so the gear on most active aircraft has been removed and inspected since the SID program began in 2007. The four-blade propeller conversion also matters on the ground: the added clearance reduces prop strikes on rough surfaces and soft or underinflated tires.
Cessna 441 Conquest II Tire Specifications
| Nose wheel tire size | 6.00-6 |
| Main gear tire size | 22×7.75-10 |
| Ply rating | 6PR nose / 10PR main |
| Construction | Bias ply; tube type nose, tubeless main |
| Tire pressure | Refer to the aircraft maintenance manual |
| Compatible brands | Goodyear (main and nose); Michelin (nose, verify eligibility) |
| Part numbers | Main: Goodyear 277K08-1. Nose: Goodyear 606C61-6 / 606C61B1 |
Always verify tire size, ply rating and part number against the aircraft’s maintenance manual, illustrated parts catalog and applicable airworthiness directives before ordering. Serial number, installed modifications and gross weight increases can affect tire requirements.
Main Gear Tires
Goodyear’s Aircraft Rib 277K08-1 is a 10-ply, 190 mph tubeless tire with a rated load of 5,500 lb, comfortably above the per-wheel load at the 441’s 9,850 lb MTOW. Goodyear’s application chart lists the 22×7.75-10 10PR for the Conquest II. The 12-ply 277K28-1 in the same size is a CitationJet CJ2 fitment and should not be substituted without IPC approval.
Nose Wheel Tire
The nose tire is a 6.00-6 6-ply tube-type unit, the same size used across Cessna’s 400-series twins. Goodyear’s Flight Special II 606C61-6 lists the 441 among its applications, while Michelin 6.00-6 6-ply tires are alternatives only once eligibility is confirmed in the IPC.
Approved and Compatible Brands
The following tires are listed for the Cessna 441 Conquest II:
- Goodyear Aircraft Rib 277K08-1: 22×7.75-10, 10PR, tubeless, 190 mph, main gear
- Goodyear Flight Special II 606C61-6: 6.00-6, 6PR, tube type, nose gear
- Goodyear Flight Special II 606C61B1: 6.00-6, 6PR, tube type, nose gear; Flight Special II variant of the 606C61-6, confirm against the IPC
- Michelin Air 070-314-0: 6.00-6, 6PR, tube type, nose gear; confirm eligibility in the aircraft IPC before fitting
- Michelin Aviator 061-316-1: 6.00-6, 6PR, 160 mph, nose gear; confirm eligibility in the aircraft IPC before fitting
Frequently Asked Questions: Cessna 441 Conquest II
Is the Cessna 441 Conquest II still in production?
No. Cessna built 362 aircraft between 1977 and 1986. Several hundred remain active worldwide, and tires, engines and airframe parts remain supported through Textron Aviation and the aftermarket.
What are the Cessna 441 Conquest II specifications?
Two TPE331 turboprops flat rated at 635 shp, a 9,850 lb MTOW, 475 gallons of usable fuel, a 35,000ft ceiling and seating for six to nine passengers. See the specifications table above for the full list.
What is the range of the Cessna 441 Conquest II?
With TPE331-10 engines, about 1,200nm with seats full and 1,720nm as a ferry range, both with NBAA IFR 200nm reserves. Slowing to long-range cruise at altitude stretches that further.
What is the Cessna 441 Conquest II price?
New aircraft sold for $895,000 in 1977 and $1.795 million by 1986. Current asking prices run from about $850,000 to more than $2 million, depending on engine times, avionics, RVSM status and SID compliance.
What does the Cessna 441 Conquest II cost to operate per hour?
Conklin & de Decker put total variable cost at about $1,100 per hour for a -10 powered aircraft on 2008 fuel prices. Fuel burn is around 75 gallons an hour at high-speed cruise, and actual costs vary with fuel price, utilization and maintenance program.
Where can I find a Cessna 441 Conquest II for sale?
Listings appear on Controller, AvBuyer, JetNet and Trade-A-Plane, and several brokers specialize in the type. A pre-purchase inspection should confirm SID status, engine hot section and overhaul times, and propeller configuration.
What interior options does the Cessna 441 Conquest II offer?
Executive layouts seat six or seven in club seating, and high-density layouts carry up to nine passengers. A lavatory was optional, and many cabins have since been refurbished with soundproofing, new seating and connectivity.
What is the Cessna 441 Conquest II landing distance?
About 1,875ft over a 50ft obstacle at maximum landing weight, sea level, standard conditions. Takeoff distance over a 50ft obstacle is about 2,465ft.
What tire size does the Cessna 441 Conquest II use?
Main gear tires are 22×7.75-10 10-ply tubeless, and the nose tire is a 6.00-6 6-ply tube-type unit. Verify against the maintenance manual and IPC for your serial number and configuration.
Which tire brands are approved for the Cessna 441 Conquest II?
Goodyear’s Aircraft Rib 277K08-1 is the main gear fitment and Goodyear’s Flight Special II 606C61-6 is listed for the nose. Michelin 6.00-6 6-ply tires can be fitted to the nose once IPC eligibility is confirmed.
How much do Cessna 441 Conquest II tires cost?
Pricing varies by brand, ply rating and position. Current pricing appears on the product listings linked in the brands section above.
What is the tire pressure for the Cessna 441 Conquest II?
Inflation pressures are published in the aircraft maintenance manual and should be checked cold. Check pressure before the first flight of the day; tubeless main tires can lose pressure gradually between flights.
How long do Cessna 441 Conquest II tires last?
Main gear tires on turboprops in this weight class typically last a few hundred landings, depending on runway surface, braking technique and whether reverse is used to slow the airplane. Nose tires generally outlast mains.
How often should Cessna 441 Conquest II tires be changed?
Replace at the tread wear limit, or earlier for cuts, bulges, flat spots, sidewall cracking or exposed cord. Low-utilization aircraft can age out tires before the tread wears, and a licensed engineer and the maintenance manual govern the final call.
