N959MJ - 1980 CESSNA 414A - Complete Aircraft History & Registry Information

Quick Facts & Current Owner

Current Owner
WARBIRD ASSOCIATES INC
Location
WILMINGTON, Delaware
Registration Status
Active until
Serial Number
414A0471
Last Seen on Market
Never Listed
Last Seen Airborne
No Recent Activity
Last FAA Action Date
April 2018
Owned Since
September 2012
Location of N959MJ in WILMINGTON, Delaware

About the CESSNA 414A

The Cessna 414 is a light, twin-engine, pressurized general aviation aircraft that was introduced by Cessna in 1968. The aircraft was designed to fill a niche in the market for a pressurized, mid-sized business aircraft, striving to offer improved performance and comfort over its predecessors. As part of the Cessna 400 series, the 414 combined the best features of previous models, such as the Cessna 401 and 402, but added the critical advantage of cabin pressurization. This feature allowed the 414 to cruise at higher altitudes, significantly increasing the comfort for passengers and crew by avoiding turbulent weather and ensuring a quieter cabin experience.

The Cessna 414 was powered by two Continental TSIO-520-J engines, each capable of producing 310 horsepower, providing the aircraft with a good balance of power and efficiency. It could accommodate up to seven passengers and had a maximum range of about 1,328 nautical miles, making it suitable for various business and private travel needs. Additionally, the 414's wing design and retractable landing gear contributed to its robust performance and reliability.

Key Features and Capabilities

One of the key motivations for the production of the Cessna 414 was the growing demand for a more comfortable and faster means of personal transportation. During the late 1960s and early 1970s, there was a boom in general aviation, driven by advancements in aircraft technology and an increase in business travel. The 414 met this demand by offering a pressurized cabin, making long-distance travel less fatiguing for passengers.

The aircraft underwent several upgrades throughout its production run, most notably the introduction of the Cessna 414A Chancellor in 1978. The 414A featured a longer wingspan, increased fuel capacity, and improved avionics, further solidifying its popularity in the market. Production of the Cessna 414 concluded in 1985, but the aircraft remains a popular choice among private owners and charter operators due to its reliability, performance, and comfort.


Flight History and Activity for N959MJ

No flight activity has been observed for this aircraft since 2022.

This could indicate the aircraft is in storage, undergoing maintenance, or operating in areas without flight tracking coverage.

Maintenance and Safety Records

Safety Record Summary

  • 2 accident/incident report(s) on file

Accident and Incident Reports

October 29, 2019 - COLONIA, New Jersey

Damage Level
Destroyed
Description
ON OCTOBER 29, 2019 AT APPROXIMATELY 1058 EDST, A CESSNA 414A N959MJ, WAS DESTROYED IN AN ACCIDENT IN COLONIA, NJ. THE AIRCRAFT HAD BEEN CLEARED BY AIR TRAFFIC CONTROL FOR THE GPS-A APPROACH INTO THE KLDJ (LINDEN, NJ) AIRPORT. THE PILOT, SOLE OCCUPANT OF THE AIRCRAFT, WAS FATALLY INJURED. THERE WERE NO OTHER INJURIES INVOLVED. ON SITE INVESTIGATION WAS CONDUCTED. UPON ARRIVAL AT THE ACCIDENT SITE, THE AIRCRAFT HAD IMPACTED A SINGLE RESIDENT STRUCTURE THAT WAS FULLY ENGULFED IN FLAMES. ADJACENT SINGLE RESIDENT STRUCTURES ON EACH SIDE OF THE IMPACTED BUILDING ALSO RECEIVED FIRE AND DEBRIS DAMAGE. FIRST RESPONDERS CONTINUED TO SUPPRESS THE FIRE FOR SEVERAL HOURS. A SURVEY OF THE SITE REVEALED THE AIRCRAFT FIRST IMPACTED TALL TREES IN THE ADJACENT PROPERTY TO THE EAST OF THE IMPACT LOCATION AT A STEEP ANGLE AND THEN IMPACTED THE RESIDENCE. THE DIRECTION OF TRAVEL WAS TO THE WEST (WHICH IS THE DIRECTION OF THE MISSED APPROACH SEGMENT OF THE GPS-A LDJ APPROACH PROCEDURE, BUT APPROXIMATELY 1.4 NM PRIOR TO THE MISSED APPROACH POINT). INITIALLY THE ONLY AIRCRAFT PARTS THAT WERE VISIBLE WERE A PORTION OF THE VERTICAL STABILIZER/RUDDER AND A SEGMENT OF AN AILERON. ONCE THE FIRE WAS SUFFICIENTLY SUPPRESSED, DEBRIS REMOVAL BEGAN. THE MAJORITY OF THE AIRCRAFT WAS SEVERELY FIRE DAMAGED, AND THE ONLY RECOGNIZABLE AIRCRAFT PART WAS THE FORWARD CABIN AREA AND CENTER PORTION OF THE WING SPAR. THIS SECTION WAS INVERTED (APPROXIMATELY AT A 210 DEGREE LEFT ROLL) IN THE BASEMENT OF THE RESIDENTIAL STRUCTURE. THE STRUCTURE HAD TWO LIVING FLOORS ABOVE THE BASEMENT THAT HAD BURNED DOWN TO THE BASEMENT LEVEL. AVAILABLE LOCAL VIDEO CAPTURED THE AIRCRAFT IN A STEEP DESCENT ANGLE AND ROLLING TO THE LEFT. A WITNESS LOCATED IN HIS CAR ON THE STREET NEAR THE SITE REPORTED THE AIRCRAFT AS ?BANKED LEFT AND VERY LOUD? WITH THE ENGINES ?VERY LOUD AND SCREAMING? AND THE ?LANDING GEAR WAS UP?. AS DESCRIBED, THIS WITNESS WAS LOCATED WITHIN 150 FEET OF THE AIRCRAFT. ONCE THE ENGINES WERE RECOVERED, NO INDICATION OF PRE-IMPACT FAILURE WAS INDICATED AND BOTH PROPELLERS HAD INDICATIONS OF CHORDWISE SCRATCHING AND TORSIONAL TWISTING. REVIEW OF AIR TRAFFIC RADAR AND ADS-B DATA SHOW THE AIRCRAFT ON THE FINAL APPROACH SEGMENT, LEVEL AT THE MINIMUM DESCENT ALTITUDE (MDA) AT APPROXIMATELY 80 KNOTS GROUND SPEED. THE AIRCRAFT THEN CONTINUED TO SLOW TOWARDS 60 KNOTS GROUND SPEED AS IT DESCENDED AND RADAR AND VOICE CONTACT WAS LOST. WEATHER REPORTS AT KLDJ INDICATED A 700 FOOT OVERCAST SKY WITH 10 MILES VISIBILITY JUST PRIOR TO LOSS OF RADAR CONTACT AND A 700 FOOT OVERCAST WITH 2 MILES VISIBILITY JUST AFTER LOSS OF RADAR CONTACT. AIRCRAFT RECORDS HAVE NOT BEEN LOCATED TO VERIFY TIMES AND CURRENT HOURS IN AIRCRAFT. A PILOT LOGBOOK WAS LOCATED BUT DUE TO FIRE AND WATER DAMAGE, TIMES COULD NOT BE VERIFIED. THIS REPORT MAY BE AMENDED AS ADDITIONAL INFORMATION DICTATES. PILOT TOTAL FLIGHT TIME AS INDICATED COLLECTED FROM SPAS DATA.

October 29, 2019 - Colonia, New Jersey

Damage Level
Destroyed
Description
The pilot was conducting a GPS circling instrument approach in instrument meteorological conditions to an airport with which he was familiar. During the final minute of the flight, the airplane descended to and leveled off near the minimum descent altitude (MDA) of about 600 ft mean sea level (msl). During this time, the airplane’s groundspeed slowed from about 90 knots to a low of 65 knots. In the few seconds after reaching 65 knots groundspeed, the flight track abruptly turned left off course and the airplane rapidly descended. The final radar point was recorded at 200 ft msl less than 1/10 mile from the accident site. Two home surveillance cameras captured the final few seconds of the flight. The first showed the airplane in a shallow left bank that rapidly increased until the airplane descended in a steep left bank out of camera view below a line of trees. The second video captured the final 4 seconds of the flight; the airplane entered the camera view already in a steep left bank near treetop level, and continued to roll to the left, descending out of view. Both videos showed the airplane flying below an overcast cloud ceiling, and engine noise was audible until the sound of impact. Postaccident examination of the airplane revealed no evidence of preimpact mechanical malfunctions that would have precluded normal operation. The propeller signatures, witness impact marks, audio recordings, and witness statements were all consistent with the engines producing power at the time of impact. The pilot likely encountered restricted visibility of about 2 statute miles with mist and ceilings about 700 ft msl. When the airplane deviated from the final approach course and descended below the MDA, the destination airport remained 3.5 statute miles to the northeast. Although the airplane was observed to be flying below the overcast cloud layer, given the restricted visibility, it is likely that the pilot was unable to visually identify the airport or runway environment at any point during the approach. According to airplane flight manual supplements, the stall speed likely varied from 76 to 67 knots indicated airspeed. The exact weight and balance and configuration of the airplane could not be determined. Based upon surveillance video, witness accounts, and automatic dependent surveillance-broadcast data, it is likely that, as the pilot leveled off the airplane near the MDA, the airspeed decayed below the aerodynamic stall speed, and the airplane entered an aerodynamic stall and spin from which the pilot was unable to recover. Based on a readout of the pilot’s cardiac monitoring device and autopsy findings, while the pilot had a remote history of arrhythmia, sudden incapacitation was not a factor in this accident. Autopsy findings suggested that the pilot’s traumatic injuries were not immediately fatal; soot material in both the upper and lower airways provided evidence that the pilot inhaled smoke. This autopsy evidence supports that the pilot’s elevated carboxyhemoglobin level was from smoke inhalation during the postcrash fire. In addition, there were no distress calls received from the pilot and there was no evidence found that would indicate there was an in-flight fire. Thus, carbon monoxide exposure, as determined by the carboxyhemoglobin level, was not a contributing factor to the accident.

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Complete History Timeline

⚠️

Oct 2019

Accident/Incident

Accident with destroyed damage




⚠️

Oct 2019

Accident/Incident

Accident with destroyed damage




📋

Apr 2018

Registration

Registered to WARBIRD ASSOCIATES INC in WILMINGTON, DE




📋

Feb 2016

Registration

Registered to WARBIRD ASSOCIATES INC in WILMINGTON, DE




📋

Sep 2012

Registration

Registered to WARBIRD ASSOCIATES INC in WILMINGTON, DE




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Frequently Asked Questions

Who owns N959MJ?

N959MJ is currently registered to WARBIRD ASSOCIATES INC in WILMINGTON, Delaware.

What type of aircraft is N959MJ?

N959MJ is a 1980 CESSNA 414A with serial number 414A0471.

Has N959MJ been in any accidents?

Yes, N959MJ has 2 accident/incident report(s) on file with the FAA/NTSB.

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