Specifications
Aircraft Details
• Dash 10 engine conversion by West Star Aviation, TPE331-10N-512S engines (SOH: 1746/2145 hrs, cycles: 1010/1440)
• Garmin G600TXi flight display, GNS-530W & GNS-430W, dual Garmin GTX-330ES transponders, Collins APS-65 autopilot, BFGoodrich Skywatch 497 TCAS, Bendix/King RDR-160 weather radar
• Executive Wings winglets, McCauley 4-blade props, LED nav & strobe lights, DeVore Tel-Tail flood, oscillating belly beacon
• Super soundproofing, stainless exhaust fairings, Zephyr Freon air conditioning, dual executive tables, forward & aft dividers
• Blue leather seating, crew seats with sheepskin inserts, almond ultraleather headliner, belted electric flushing aft lavatory
• 35,000 ft. modification, certified known ice (FIKI), useful load 3,991 lbs, empty weight 6,424 lbs, total airframe time 9,998 hrs, 7,616 landings
• Recent Phases 2, 3 & D inspections completed, 10,000-hour inspection due May 2026
• Always U.S.-owned, complete logs since new, no known damage history, ADS-B Out, WAAS, XM audio
About this Model
Overview
The Cessna 441 Conquest II is a cabin-class, pressurized twin-turboprop designed to bridge the gap between light turboprops and entry-level business jets. It is typically selected for owner-operator and managed operations that value turbine reliability, short-to-medium stage efficiency, and access to airports where jets may be less practical due to runway length, ground infrastructure, or operating costs. Exact performance and equipment vary meaningfully by year, STCs, and avionics/engine programs, so aircraft-by-aircraft configuration review matters.
Mission Fit
The Conquest II tends to fit missions in the few-hundred to roughly thousand-nautical-mile class depending on payload, winds, reserves, and climb/cruise choices. It is well matched to mixed airport networks (large hubs plus smaller fields) and to schedules with multiple stops, where its turboprop economics and ground handling can be advantageous. If your typical trips are consistently long and speed-sensitive, an entry-level jet may align better; if you prioritize maximum short/rough-field capability, some utility turboprops may be a better fit.
Cabin
The cabin is pressurized and generally arranged as a club-style business interior for a small group, with a cockpit separated from the passenger area and typical amenities geared toward regional travel. Expect a narrower, more upright cabin feel than larger cabin-class turboprops and jets; comfort is strongly influenced by interior refurbishment quality, seating density, and noise/vibration treatments. Baggage is typically split between internal and external areas depending on configuration, so verifying real-world luggage capacity with the intended passenger count is important.