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How to Buy a Cessna 441 Conquest II: Buyer's Guide
A fast, efficient Garrett-powered cabin-class twin turboprop that rewards buyers who shop engine and structural history ahead of paint and year.
Updated October 2026 · Market data from 5 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cessna 441, sold as the Conquest and later the Conquest II, was Cessna's largest piston-era-design twin and its first true turboprop. Cessna built it from the late 1970s into the mid-1980s on a stretched, pressurized airframe with a new wing, and paired it with Garrett (now Honeywell) TPE331 engines. The result was a cabin-class turboprop that outruns most of its competitors while burning less fuel. The fyiAero operating estimate pegs cruise at 283 knots with range near 2,193 nautical miles. Many owners still treat it as the efficiency benchmark among legacy twin turboprops.
The market is small. The FAA registry shows 169 Cessna 441s in the U.S., and fyiAero currently lists 5 for sale. Asking prices run from $1,170,000 to $1,725,000, with a median of $1,447,500. The listings are concentrated in 1980 and 1981 model years, and median airframe time is 9,153 hours. These are working airplanes with real hours on them, and price differences come down mostly to engine time, engine program status, structural compliance and avionics.
Expect a TPE331 with its distinctive whine, direct-drive response and fuel efficiency. Expect a roomy cabin that typically seats six to eight passengers and a pressurization system that lets you live in the flight levels. The tradeoff is complexity. Two turbines, a pressurized aging airframe and a type that demands disciplined training mean this is not an airplane to buy on looks or price alone.
Who it's for. The Conquest II fits an owner-operator or small business that regularly flies 500 to 1,200 nautical mile legs with several passengers and wants turbine reliability and flight-level speed without jet operating costs. It is a serious step up for anyone coming from a piston twin or single-engine turboprop. Insurers will typically want substantial multi-engine and turbine time, formal initial training at a recognized TPE331/Conquest training provider, and recurrent training every year. Low-time pilots should expect high premiums, a mentor-pilot requirement, or both. Many buyers in this class fly with a second pilot or hire a professional pilot, at least for the first year.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Early Conquest (441) | 1977-1980 | These are the first production airframes with the original TPE331 configuration and early structural design, later addressed by mandatory inspections and modifications. Their value hinges on documented structural compliance and engine status more than model year. |
| Conquest II (later production) | 1981-1986 | The airplane was renamed Conquest II when the smaller 425 became the Conquest I, and it carried incremental refinements through the end of production. Later airframes can command a modest premium, but airframe hours and engine condition still dominate pricing. |
| TPE331-10 engine upgrades and modified airframes | Aftermarket | Many 441s have been converted to more powerful TPE331-10 engines, often with four-blade props and performance mods. Converted aircraft typically climb and cruise better at altitude and bring higher asking prices, especially with fresh or program-covered engines. |
What a Cessna 441 Conquest II costs to buy
2 priced listings on fyiAero right now ask between $1,170,000 and $1,725,000, with a median of $1,447,500 and a median of 9,153 hours total time. Against fyiEstimate, 0 are priced below estimate, 0 within range and 2 above.
- Inventory is thin: fyiAero shows only 5 Conquest IIs for sale out of a U.S. fleet of 169. Be ready to move quickly on a good airplane and to travel for the pre-buy.
- Asking prices span $1,170,000 to $1,725,000. The 1981 example sits at the bottom and the 1980 example at the top, which shows that model year is not what drives value here.
- Every airframe currently listed has more than 5,000 hours, with a median asking price of $1,447,500 in that bracket. Don't fear high airframe time if structural inspections are complete and well documented.
- Engine time since hot section and overhaul, enrollment in a Honeywell maintenance service plan or similar engine program, and any -10 conversion move the price more than anything else. Calculate the engine reserve exposure on each candidate before comparing asking prices.
- Value modern avionics properly. A late-model glass panel, WAAS GPS, ADS-B compliance and a capable autopilot can easily justify a six-figure price difference over a steam-gauge airplane.
- Treat logbook completeness as a hard requirement. Missing records on a pressurized turbine twin can cost far more in re-inspection and lost resale value than any discount the seller offers.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Wing and empennage structural inspections. The 441 has a history of mandatory structural inspections and modifications. Have the shop research all applicable ADs and SBs and verify compliance with documentation, not just logbook signoffs.
- TPE331 engine trend data and borescope. Review engine trend monitoring, hot section history and a fresh borescope of the turbine section. Hot section or overhaul surprises are the single biggest financial risk.
- Engine program status and transferability. Confirm whether the engines are enrolled in a maintenance service plan, whether it is paid up, and whether it transfers. This directly affects what the airplane is worth.
- Propellers, governors and NTS system. The negative torque sensing system is critical to safe engine-failure handling on a TPE331. Verify NTS checks, prop overhaul dates and governor condition.
- Pressurization system and cabin leaks. Check outflow and safety valves, door seals and the window condition. Run a pressurization test, since leaks and tired components get expensive on an aging pressure vessel.
- Corrosion in wing, gear wells and lower fuselage. Many of these airplanes have lived in coastal or humid regions. Corrosion in structural areas can be far more costly than any cosmetic issue.
- Landing gear and actuation system. Inspect gear components, actuators, brakes and wear points, and have the shop check for applicable inspection requirements on a heavy, high-cycle airframe.
- Deice and anti-ice systems. Boots, prop deice, windshield heat and inlet anti-ice must all work for real-world IFR use. Replacing boots or windshield heat components is costly.
- Fuel system and wing tank sealing. Look for fuel stains, seep history and quantity indication accuracy, since resealing work on an airframe this size is labor-intensive.
- Avionics, autopilot and wiring condition. Verify ADS-B compliance, autopilot servo health and the quality of past installations. Messy wiring from decades of panel changes can hide troubleshooting costs.
Popular upgrades
- TPE331-10 engine conversion. This adds power for better climb and high-altitude cruise and is one of the most desirable mods. A converted airplane with good engine times generally sits at the top of the market.
- Glass panel avionics retrofit. Modern Garmin-based panels with WAAS navigators improve safety, reduce weight and boost resale. An updated panel is often the deciding factor between two otherwise similar airplanes.
- Digital autopilot replacement. Replacing aging analog autopilots with a modern digital system removes a common maintenance headache and is valued by single-pilot operators and insurers.
- Four-blade propellers. These are often installed with engine upgrades to reduce noise and improve ground clearance and performance. They add value when properly documented.
- Interior refurbishment. A fresh cabin helps marketability, especially for business use. It rarely recovers its full cost on resale, though, compared with engine and avionics work.
- RVSM approval. Where installed and maintained, it allows efficient use of higher flight levels. It adds value for operators who fly long legs at altitude.
Ownership costs
The fyiAero operating estimate puts variable costs around $654 per flight hour. It projects an annual budget of about $95,494 when flying 56 hours a year, which works out to roughly $2.31 per nautical mile at a 283-knot cruise. The estimate uses an average pre-owned value of $885,690, which is well below current fyiAero asking prices. Insurance and financing on a $1.2 to $1.7 million airplane will likely run higher than the model assumes. The biggest lines are fuel, engine reserves or program fees, insurance, hangar and inspections. Because the TPE331 is fuel-efficient for its speed, cost per mile compares favorably with many turboprop rivals. Still, a single unexpected hot section, prop overhaul or structural repair can wipe out a year's budget. Budget a healthy cash reserve beyond the purchase price, especially if the engines are not on a program.
Safety record
NTSB records show 6 accidents involving U.S.-registered Cessna 441s over the last 10 years, 4 of them fatal and 3 with the aircraft destroyed. That works out to about 35.5 accidents and 23.7 fatal accidents per 1,000 registered aircraft. With a fleet of only 169 airplanes, a handful of events swings these rates significantly, so read them as a reminder of what matters rather than a verdict on the design. The recurring risk areas for this type are engine failure management in a high-performance twin, including correct NTS and feathering behavior and Vmc awareness. Others are icing and weather decisions in the flight levels and descents, and high workload during single-pilot IFR. Annual recurrent training with a provider that knows the TPE331 and the Conquest systems is the most effective safety investment an owner can make.
Alternatives to consider
- Cessna 425 Conquest I. This smaller, PT6-powered sibling is cheaper to buy and insure. It gives up cabin size, speed and range compared with the 441.
- Beechcraft King Air C90 / E90. It offers a huge support network and strong resale with forgiving PT6 engines. It is noticeably slower and less efficient per mile than a Conquest II.
- Beechcraft King Air 200. It has a bigger cabin, more payload and broad market appeal. Acquisition and operating costs are higher, and it burns more fuel for similar speed.
- Piper Cheyenne III / IIIA. This is a comparable cabin-class twin turboprop with PT6 engines. It has a smaller support base and generally less efficient cruise than the 441.
- Mitsubishi MU-2B. It shares the TPE331 engines and is fast and economical. It carries a smaller cabin and specific mandatory training requirements, and some buyers find the handling less forgiving.
Frequently asked questions
How much does a Cessna 441 Conquest II cost?
Current fyiAero listings range from $1,170,000 to $1,725,000, with a median asking price of $1,447,500. Engine condition, engine program status and avionics drive most of that spread.
How many Conquest IIs are flying in the U.S.?
The FAA registry shows 169 Cessna 441s registered in the U.S. Only 5 are currently listed on fyiAero, so good airplanes don't stay on the market long.
What does it cost per hour to operate a Conquest II?
The fyiAero operating estimate puts variable costs around $654 per hour and a 56-hour annual budget near $95,494. That works out to about $2.31 per nautical mile at cruise.
How fast is the Conquest II and how far can it go?
The fyiAero operating estimate uses a cruise speed of 283 knots and a range of about 2,193 nautical miles. Actual numbers depend on load, altitude, engine configuration and reserves.
Is high airframe time a problem on a Conquest II?
Not necessarily. The median airframe time among current fyiAero listings is 9,153 hours, and all listed examples have more than 5,000 hours. What matters most is documented compliance with structural inspections and good corrosion history.
Is the Cessna 441 safe?
NTSB records show 6 accidents over the last 10 years, or about 35.5 per 1,000 registered aircraft, in a small fleet where each event moves the rate considerably. Proper TPE331 engine-failure training, icing judgment and annual recurrent training address the main risk areas.
Cessna 441 Conquest II for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
