Thus far, 17 airplanes have been converted to fly at what Rocket shows as a max cruise of 290 knots at FL270. The Mark II mod has a Rolls Royce 250-B17/2 developing 417 SHP for five minutes and 322 SHP continuously. Lisa Lefferts preflights one of the PT6A-28s on the Cheyenne II. New Pratt & Whitney PT6A-21 Engine 2. According to the O&N folks, most owners also opt for Flint tip tanks, adding 32.5 gallons of fuel, for a total usable of 148 gallons. Royal Turbine Duke Specifications. The MU–2 has very attractive operating cost numbers with respect to fuel and maintenance, but the market has appreciated and good ones are much more expensive to buy than a comparable Cheyenne. Published price for the conversion is $615,000. A 19-seat twin-engine STOL turboprop developed from the CASA 212, the aircraft first flew in 2017. Climb performance down low is spectacular. Aircraft Owners & Pilots Association Find it free on the store. 200 amp Generator 13. Hartzell 3 Blade Propeller with Spinner 4. That’s about double the fuel burn of the Aerostar. This becomes particularly acute in the relatively small, piston-powered airframes, and their correspondingly small wings and fuel tanks, designed for piston fuel consumption specifics. After a few years of ownership, his hunch has been verified, and in the meantime, his family has a safer, more capable and comfortable airplane. Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172M and Beechcraft Baron D55. Oil changes every 50 hours or less, 24 spark plugs, four magnetos, vacuum pumps, compression checks—and much more—are seemingly always on the near horizon. For each horsepower output, the turbine uses more fuel than does a piston engine. The 5.3 PSI pressurization system of the Malibu is retained. The Cheyenne needs a large T- or gang hangar. Basler Turbo Conversions, LLC 255 West 35th Ave. • P.O. Airline pilots Steve and Lisa Lefferts found they could own a 1980 Piper Cheyenne II for similar cost as their Piper Aerostar—with the reliability of turbine engines. As with the Mark I, cruise RPM is 1810. A comfortable seven-seat cabin setup is roomier and more comfortable than the Aerostar the Lefferts family previously owned. The $450,000 conversion can be applied … … O & N AircraftBy installing a 450-HP Rolls Royce 250 B17F/2 in place of a TSIO-520 on a Cessna P210N and making numerous airframe mods, O & N Aircraft Modifications, Inc., in Factoryville, Pennsylvania, created the Silver Eagle. On the couple’s wish list is raising the glareshield slightly as the eyebrow lights and the top of the torque gauges are hard to see unless you lower your seat or crane your neck. Aside from higher power, this engine offers a 7,000-hour TBO, which is important to commercial operators. Top models include KING AIR 350, KING AIR B200, KING AIR 200, KING AIR C90, KING AIR 350I, and … Not a member? Published price for the conversion is $615,000. Turbine 340O & N has also installed the same 450 HP Rolls Royce turboprops on a Cessna 340. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. Using the optional Flint tip tanks, figure on a 45-minute reserve VFR range of 1175 miles and 5.6 hours endurance, at max cruise. History shows the Douglas DC-3 to be one of the greatest airplanes of all time. At the FL270 max operating altitude, the cabin is at 9500 feet. A total of 96 have been delivered. The Boss 182 engine conversion is the only late-model engine upgrade approved on floats! Steve said he nearly always climbs at 140 KIAS to turn in climb rates of 2,500 to 3,000 feet per minute. Usable fuel is 151.6 gallons. Never ones to be satisfied with just with one airplane, the couple’s most recent airplane ownership experiences have been a Piper Twin Comanche with the Miller Turbo 200 mods and a Piper Aerostar Super 700. O&N advertises a max cruise for the Silver Eagle of about 220 knots at FL220 while burning 22 GPH. It is a remanufactured … While some of the equipment, such as the Bendix attitude indicator and autopilot, are old, they work well and are still supported. ConclusionTurboprop conversions are not cheap. Get the latest news on coronavirus impacts on general aviation, including what AOPA is doing to protect GA, event cancellations, advice for pilots to protect themselves, and more. Cost-effective turboprop engine performance solutions for government and military customers seeking upgrades. Props are full-feathering and reversing and feature a choice of either a three-blade Hartzell or five-blade MT; we are quite interested in the noise footprint of the latter installation, as we suspect it’s low. From what we can tell from Soloy’s Website, the price for the conversion is similar to that for the 206 conversions. In the Lefferts family’s case, the Aerostar couldn’t fit in their local airport’s T-hangars, so storage for the Cheyenne was a neutral cost. The new IO-550A engines improve single-engine service ceilings as well as improved rate-of-climb and cruise airspeed. Most of the cruise was at FL180 where speed worked out to 257 KTAS on 82 gph at our light weight of 7,200 lbs. We note that adding significant horsepower to an airplane usually requires beefup to the airframe and examination of flutter margins so it can handle power never intended by the designers. “ The Cheyenne burns 50 percent more fuel per hour, but my block speed is around 10 percent faster and I buy the fuel for 25 to 35 percent less than avgas,” said Steve. For a piston airplane, an overhaul can cost $60k, and with a 2000TBO, that equates to $30/hour engine reserve. BEST VALUE JETPROP ON THE MARKET! You have to look a little harder for shops with Cheyenne experience than for a King Air, but they are out there. Mark IIIn October of 2008, Soloy received the STC for the Mark II conversion of the Cessna 206H series. It keeps the 3.35 PSI max differential pressurization of the P210 and its max operating altitude of FL230. Performance achieved with a Rolls-Royce Turboprop Engine conversion by Soloy Aviation. Filling the 128-gallon fuel system generates a max cruise VFR range, with 45-minute reserve, of about 950 miles and endurance of about 3.9 hours. “On the trip to Florida, using that day’s actual winds and actual fuel loads and fuel pricing, the Cheyenne was within 5 percent of the Aerostar in fuel cost and, of course, shorter flight time—all with a hot beverage dispenser and a potty.” The Leffertses praise the general ease of use and simplicity of the Cheyenne as well as its excellent performance for the price. A one-year warranty on all parts they touch in the upper teens, however, seems to be holding.. Baron 58P can fit into a T-hangar, which minimizes storage costs currently priced at $ 895,000 certification! He nearly always climbs at 140 KIAS to turn in climb rates 2,500! Non-Pressurized Cessna 210s all parts they touch in the panel include the Bendix DH-866 attitude indicator/flight director and M4D. 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