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Pressurized Piston Twin · Lexington, KY

Cessna 414 for Sale

A light, pressurized, twin-engine aircraft that carries up to eight passengers above the weather, with lower acquisition and maintenance costs than a turboprop or light jet. Compare 414 and 414A Chancellor configurations, RAM engine conversions, avionics packages, and the pre-buy checks that protect your purchase.

View Our 414 Listing Call 859-233-9399

Family Owned 55+ Years
Nationwide Inspections & Delivery

1977 Cessna 414 RAM VI N38LP for sale on the ramp at AirMart

8paxPassenger seating, up to
1,328nmApproximate range
335hpPer side, RAM Series VI
1978414A Chancellor introduced

Mission Fit

Why the Cessna 414 suits family and business travel

The Cessna 414 is a light, pressurized, twin-engine transport aircraft designed to carry up to eight passengers with one or two crew members. Its low-wing cantilever monoplane configuration and retractable tricycle landing gear deliver performance that unpressurized twins cannot match at altitude.

Pressurization is the defining advantage

Climb above weather, avoid turbulence at lower altitudes, and arrive with passengers who worked or rested instead of gripping armrests through convective buildups.

Piston engines, not turbines

Lower acquisition costs and simpler maintenance than stepping up to a turboprop or light jet.

Room for people and baggage

The cabin accommodates both passengers and luggage for week-long trips, whether that is a family vacation or a multi-state business circuit.

Routes within the 414's approx. 1,328 nm range

Dallas – Denver
Chicago – Miami
Los Angeles – Seattle

Who it fits

If your mission regularly carries six to eight people over distances where driving takes two days and airlines require connections, the 414 delivers pressurized comfort without turbine operating complexity. That combination makes it a practical choice for family travel and small business operations alike.

1977 Cessna 414 RAM VI · N38LP

Featured Aircraft

1977 Cessna 414 RAM VI at AirMart

A RAM-converted, FIKI-certified 414 with a Garmin GTN750 panel, based at our Lexington, Kentucky facility. See every photo, logbook detail, and equipment note on the full N38LP listing.

1977 Cessna 414 RAM VI N38LP for sale at AirMart

6,536Hours total time
578SMOH left engine
RAM VITSIO-520-NB
FIKIKnown icing

N38LP · Lexington, KY

1977 Cessna 414 RAM VI

$329,900

Total time6,536 hours
EnginesContinental TSIO-520-NB, RAM VI
Engine times578 SMOH left · 1,420 SMOH right
Propellers3-blade Hartzell Q-Tip, 635 SPOH, polished spinners
EquipmentPressurization, FIKI, vortex generators
AvionicsGarmin / Bendix-King package with GTN750

View Full Listing Call 859-233-9399

Specifications, times, and availability are subject to change. Buyers should confirm all specifications, equipment, and times with AirMart.

Model Variants

Cessna 414 vs 414A Chancellor: what changed

The wing is the primary structural difference between the two variants, and it is why listings distinguish between 414 and 414A models.

Original

Cessna 414

The original pressurized piston twin with its first-generation wing. Shares the same fuselage, powerplant options, and cabin layout as the later A model.

Introduced 1978

Cessna 414A Chancellor

A redesigned wing with increased span compared to the original 414. The modification improved handling characteristics and changed the aircraft's certification basis.

What the 414 and 414A share

When comparing two aircraft, the A designation confirms the later wing design. Total airframe time, engine condition, and avionics packages often affect value and operating capability more than the model year alone.

Same fuselage and cabin layout
Same powerplant options
Seating for up to eight passengers
Both accept RAM engine conversions
Pressurized piston twin operation
Retractable tricycle landing gear

Engines & Equipment

RAM conversions and common upgrades

RAM Series VI and Series VII conversions replace the 414's original engines with higher-output Continental TSIO-520 powerplants. Both appear frequently in listings because they address the original engine limitations without the complexity of a turbine conversion. Beyond engines, listings show a clear divide between basic and extensively upgraded aircraft.

RAM Series VI and Series VII

The Series VI produces 335 HP per side and runs on the Continental TSIO-520-NB engine with an 1,800-hour TBO. Series VII conversions offer further refinements to the same platform.
- 335 HP per side
- TSIO-520-NB
- 1,800-hr TBO
Rule of thumb
When comparing two 414s, note which upgrades are present and how recently they were installed. A 1970s airframe with RAM engines, Garmin avionics, and modern safety equipment functions as a different aircraft from a stock example at the same total time.
Garmin avionics

Glass displays replace steam gauges, which affects resale value and determines ADS-B compliance.
- G600TXi
- GFC 600 autopilot
- GTN750
Winglets and VGs

Winglets and vortex generators reduce drag and improve climb performance.
FIKI certification

Flight Into Known Icing certification expands operational capability in instrument conditions.
ADS-B In/Out

Now standard for most airspace operations, so aircraft lacking it require immediate retrofitting.
Weather radar

Systems such as the Garmin GWX 75 appear in higher-end listings, particularly those marketed for business use.

Pre-Buy Checklist

What to check before you buy a Cessna 414

Four areas decide whether a 414 is a good buy or an expensive project. Have your pre-buy inspector cover each one, and talk with AirMart about arranging an inspection on the aircraft you are considering.

01
Engine times and TBO

Continental TSIO-520-NB engines reach TBO at 1,800 hours, and replacement or overhaul is expensive enough to change what you should pay for the aircraft. Ask for logbook documentation of the most recent overhaul and any top overhauls between TBO cycles.

Rule of thumb
A 414 with 1,650 hours on each engine needs a budget for imminent overhaul; one with 900 hours gives you operating margin.
02
Pressurization system

Cabin pressurization separates the 414 from unpressurized twins, but age and deferred maintenance can compromise seals, outflow valves, and pressure controllers. A pre-buy inspection should test the system under load and verify it holds the rated differential.

Watch for
Leaks often show up in door seals and around older antennas, and fixing them can run into thousands of dollars if structural work is needed.
03
Corrosion in unpressurized areas

Wing attach points, the empennage, and baggage compartments are vulnerable, especially on aircraft hangared in humid climates or near saltwater. Surface corrosion is manageable; structural corrosion in spars or attach fittings is not.

Rule of thumb
Have the pre-buy inspector pull panels in these areas rather than relying on a visual walk-around.
04
Avionics against your mission

A 414 with original 1970s avionics may need $50,000 or more in upgrades to meet ADS-B requirements and deliver the navigation and autopilot integration you expect. Aircraft with Garmin upgrades such as the G600TXi, GTN750, or an integrated autopilot command higher prices because that work is already done.

Decide up front
Buy avionics-ready and upgrade yourself, or pay more upfront for a panel that is already modernized.

Side by Side

How the 414 compares to the Cessna 340

The Cessna 414 offers a larger cabin and greater capacity than the 340, but its larger engines and greater complexity mean higher acquisition and operating costs.

Factor	Cessna 414	Cessna 340
Passengers	Up to eight	Typically six
Range	Approximately 1,328 nm, viable for longer missions	Shorter legs
Cost	Higher acquisition and operating costs	Lower expense
Best for	Full teams or families on longer trips	Fewer passengers on shorter regional flights

Choose the 340

If most trips are smaller and shorter

If most of your trips carry fewer passengers on shorter regional flights, the 340 may cover your mission at lower expense. See the Cessna 340A N12SB currently listed with AirMart.

Choose the 414

If you use the extra capacity and range

If you regularly fill the 414's additional seats and fly its longer legs, the higher cost delivers value rather than sitting unused. Call AirMart at (859) 233-9399 to discuss Cessna 414 listings that match your mission.

Market & Pricing

Current Cessna 414 listings and what affects pricing

Cessna 414 aircraft from the 1970s and 1980s remain available on the market, with prices depending heavily on configuration and condition.

Typical asking-price spread

$260,0001973 model with RAM Series VI engines and 7,065 total time

$615,000–$649,0001982 and 1983 aircraft with newer avionics and lower time

Airframe hoursTotal time on the airframe sets the baseline.
Engine timesHours relative to the 1,800-hour TSIO-520-NB TBO.
AvionicsG600TXi displays, GTN750 navigators, and modern autopilots price higher than older panel stacks.
Mods & recordsRAM Series VII, winglets, VGs, FIKI, ADS-B, fresh annuals, and detailed logs add value.

Key takeaway

Total time matters less than how recently major components were overhauled and what upgrades the aircraft carries.

AirMart can help you source a Cessna 414 that matches your mission and budget, whether you need a basic platform for short trips or a fully upgraded aircraft for regular IFR operations. Browse our current aircraft for sale or call to locate an aircraft that meets your requirements.

Browse Aircraft for Sale Call 859-233-9399

FAQ

Frequently asked questions

What makes a Cessna 414 pressurized?

The Cessna 414 uses a bleed air system that takes compressed air from the engines and feeds it into a sealed fuselage, maintaining cabin pressure at a comfortable level even when flying above 10,000 feet. This differs from unpressurized twins like the Cessna 310 or Twin Comanche, which force passengers to endure altitude effects or limit cruise altitude. The pressurization system includes pumps, valves, outflow controls, and door seals that must hold the pressure differential.

Why do some Cessna 414 aircraft cost twice what others do?

A $260,000 1973 model with higher total time and basic avionics will cost less than a newer aircraft with Garmin avionics, RAM engines, and winglets. Year matters: 1980s aircraft typically command higher prices than 1970s models. Total airframe time matters: aircraft with 5,500 hours sell for more than those approaching 11,000 hours. Upgrades matter most: RAM Series VII conversions, Garmin G600TXi, winglets, FIKI, and ADS-B compliance add value because they reduce operating costs or expand capability.

What does RAM mean on a Cessna 414 listing?

RAM is an engine conversion program that replaces the standard Continental engines with higher-output or more efficient versions. Series VI produces 335 HP per side using Continental TSIO-520-NB engines. Series VII offers further refinements, but specifications vary by installation. RAM conversions often include new or remanufactured engines, which resets time to overhaul and can improve performance, fuel efficiency, or reliability compared to stock powerplants.

Does a Cessna 414 require two pilots?

No, the Cessna 414 is certified for single-pilot operation, and most owner-flown aircraft are flown by one person. The cabin accommodates one or two crew members in the cockpit, with seating for up to eight passengers total. Insurance requirements and recency-of-experience rules affect whether a specific pilot qualifies to fly it solo, but the aircraft itself does not mandate a two-pilot crew the way some larger twins or turbines do.

How does the 414's range compare to the Cessna 340?

The Cessna 414 offers approximately 1,328 nautical miles of range, which supports longer legs than the smaller 340. That difference stems from greater fuel capacity and slightly more efficient cruise performance at the 414's typical operating altitudes. For trips covering multiple states or requiring fewer fuel stops, the 414's range advantage matters. If most of your trips carry four people on shorter regional flights, the Cessna 340A may cover your mission at lower expense.

What should I ask about during a pre-buy inspection?

Focus on engine times relative to TBO (Continental TSIO-520-NB engines have a 1,800-hour TBO), pressurization system condition (leaks reduce cabin altitude performance and cost money to fix), corrosion especially in unpressurized baggage areas and wing attachment points, and avionics capability (older equipment may face parts shortages or lack ADS-B compliance). Ask whether logbooks document all airworthiness directives, when the last annual inspection occurred, and whether RAM or other upgrades were completed by approved shops. Call AirMart at (859) 233-9399 or contact us online for guidance on what to verify before purchase.

Talk to AirMart

Find the right Cessna 414 for your mission

Tell us how many people you fly, how far you go, and what you want in the panel. We will match you with current Cessna 414 inventory or locate an aircraft that fits. Learn about AirMart, a family-owned aircraft brokerage for more than 55 years.

Call 859-233-9399 Contact AirMart

CompanyAirMart Aircraft Sales & Brokerage
Phone(859) 233-9399
Based inLexington, Kentucky
ServiceNationwide inspections & delivery

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AIRMART AIRCRAFT SALES & BROKERAGE

4144 Aviator Rd #150
Lexington, KY 40510

Located at the Blue Grass Airport (KLEX)

Specifications for this aircraft are believed to be accurate but are not warranted. It is the responsibility of the buyer to confirm all specifications, equipment, and times. AirMart does not represent or warrant the working order, merchantability, or operability of any equipment. Airplanes are dynamic assets whose condition, availability, and details may change without notice. All information is subject to independent verification and inspection by the buyer. Availability cannot be guaranteed, as the aircraft may be sold, leased, or withdrawn from the market at any time.

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Cessna 414 for Sale

Why the Cessna 414 suits family and business travel

Pressurization is the defining advantage

Piston engines, not turbines

Room for people and baggage

1977 Cessna 414 RAM VI at AirMart

1977 Cessna 414 RAM VI

Cessna 414 vs 414A Chancellor: what changed

Cessna 414

Cessna 414A Chancellor

What the 414 and 414A share

RAM conversions and common upgrades

RAM Series VI and Series VII

Garmin avionics

Winglets and VGs

FIKI certification

ADS-B In/Out

Weather radar

What to check before you buy a Cessna 414

Engine times and TBO

Pressurization system

Corrosion in unpressurized areas

Avionics against your mission

How the 414 compares to the Cessna 340

If most trips are smaller and shorter

If you use the extra capacity and range

Current Cessna 414 listings and what affects pricing

Typical asking-price spread

Frequently asked questions

What makes a Cessna 414 pressurized?

Why do some Cessna 414 aircraft cost twice what others do?

What does RAM mean on a Cessna 414 listing?

Does a Cessna 414 require two pilots?

How does the 414's range compare to the Cessna 340?

What should I ask about during a pre-buy inspection?

Find the right Cessna 414 for your mission

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