Mark that’s some clean living there brother - still reliving our adventures in the 550 from a few years ago. If only I could figure out the hangar situation to make it work in my neck of the woods. That said, there are some benefits to going 240kts…cheap WiFi!

Mark that’s some clean living there brother - still reliving our adventures in the 550 from a few years ago. If only I could figure out the hangar situation to make it work in my neck of the woods. That said, there are some benefits to going 240kts…cheap WiFi!

That’s a great idea Mark!

I had to cross a line at FL410 last month in IMC. It was smooth but not fun.. First time I couldn't get on top.

Whats the best technique? I followed the airlines who were crossing in the high 30's

I went from a A36TN Bo to a Piper Cheyenne 1. I had only 14 hours of twin piston time at that point. I was fortunate to be a part of a flying group that had a policy with an insurance carrier that I was allowed to be a part of after training and a check-ride.

My PAY1 did 240ktas all day long. If you could get it in the door you could haul it. The family (wife, 2 kids and 110lb Newfie) loved the size, speed and utility. I removed the seat closest to the door and it seemed to open up the cabin a lot for entry and the dog had plenty of room.

The pit falls of the PAY1 that I found are:
1)the air-conditioning system is finicky and expensive. When it worked it worked great. I should have tried converting it to the newer system but never did
2)there are less and less mechanics with solid knowledge of the Cheyenne and on the west coast my options were limited. I was flying from WA to Mayo Aviation at Denver Centennial for the last couple of events. Mayo was awesome but their Cheyenne guy was looking like a retirement candidate and that was a couple of years ago.
3)engine parts were no problem to acquire but airframe parts could be a bugger and expensive.
4)the janitrol heater up front requires your personal vigilance after ANY maintenance around it.

In a nutshell, the Cheyenne 1 was an awesome experience and the transition from a single piston bonanza to a twin turboprop was no big deal.

Coop

Mark that’s some clean living there brother - still reliving our adventures in the 550 from a few years ago. If only I could figure out the hangar situation to make it work in my neck of the woods. That said, there are some benefits to going 240kts…cheap WiFi!

I read recently (on the Diamond forum) that there's a 250 mph speed limit. If they detect you are going faster than that then they terminate the connection.

280mph ground speed is the limit -.Going above this speed requires an aviation plan which is $2k/mo and limits your data to 20GB. I’m paying $50/mo and get 50GB of data….but can only use it with a headwind.

I operate a Cessna 414A. Compared to the 340 it’s huge . It’s a RAM VII AW , (winglets). Trues out at 223KTS @ 230 … probably does not cost much more to keep than an equivalent 340A RAM VII . If your hangar can take it, and you’re wallet can handle the capex difference get the 414A !! You will LOVE it!!

Coop- I’m curious. What did you end up doing after the P210 out of your t-hangar in Atlanta?

Tommy

Tommy,

I just worked out a deal on a 1981 Piper Cheyenne 1. Pretty excited about it. It is a nice bird with low time engines. We are still working through some particulars. We are scheduled to go in for pre buy inspection next week.

Now I am looking at training. I need an approved course and then 25 hours of dual. I went through the POH last night and will keep going through it over the weekend.

Cooper- That’s awesome! I find myself in a similar place weighing Cheyenne, MU2, Commander. It seems like there are experts in the commander (Byerly) and Mu2 markets . Who do you go to get guidance and pre-buy help on Cheyennes?

I feel like I read a lot that Cheyennes while provide robust performance, have issues with reliability and parts availability. Is this true?