Specifications
Broker
JUSTIN NICHOL
AI Description
- Model: Cessna 425 Conquest I
- Engine: PT6A-112
- Engine Hours: 2642 SMOH
- Airframe Hours: 6242
- Propeller Hours: 158 SPOH
- Maximum Gross Takeoff Weight: 8600 lbs
- True Airspeed: 274 knots
- Fuel Burn: 500 lbs per hour (75 gallons)
- Avionics:
- Garmin Glass Cockpit
- GFC600 Autopilot
- Dual 600 TXI
- GTN 750 XI
- GTX 345R Transponder with ADS-B In and Out
- GMA 35 Remote Audio Panel
- GWX 75 Digital Weather Radar
- GDL 69A Music and Weather
- GI 275 Flightstream 510
- Cabin: Roomy, air-conditioned, pressurized
- Condition: Immaculate, low-hour turboprop, hangared in climate-controlled environment
- No damage history or corrosion
- Owned and maintained by Yingling Aviation
About this Model
Overview
The Cessna 425 Conquest I is a legacy, pressurized, twin-engine turboprop designed for owners and operators who want turbine reliability and higher-altitude capability without moving into larger, heavier cabin-class aircraft. It is typically used for regional business travel, medical/priority transport, and utility missions that benefit from turboprop performance at mid-to-high flight levels and the ability to use a wide variety of airports.
Mission Fit
Mission fit is strongest on short-to-mid stage lengths where climbing into the teens/low flight levels improves ride and weather options versus unpressurized aircraft, and where turboprop efficiency and airport access are more important than jet cruise speeds. It is less compelling when the mission consistently demands larger baggage capacity, more seats, or faster block times over longer distances.
Cabin
The Conquest I offers a compact, pressurized cabin sized for small groups, typically arranged as a club seating layout with an aft bench or side-facing option depending on interior. Expect a functional cabin rather than a large-cabin experience: adequate space for work or conversation for a few passengers, with typical turboprop sound levels and a cabin cross-section that feels narrower than larger commuter-derived turboprops. Baggage capability varies by configuration and equipment, so operators often plan around a mix of cabin and baggage compartment loading.