I'll second the TSIO-550 Malibu.
Here the fuel range ring still shows over 800nm left after about 500-600nm.
I'm showing 196KTS groundspeed with 3kts on the nose. I wasn't pushing it hard and was only at FL210 on a hot +25C std day.
I also have a radar pod, so that costs a couple knots too.

Straight C90...prices are cheaper than you would think for an early one. Engines go way beyond TBO (do HSI), part 91 you can find ways to save...

225-230TAS at 16-22k. Higher you go less fuel.

Performance wise its really hard to beat the 601P I have now.

The downside is in 286 hours I've owned it I have spent more than $500 hr on unscheduled maintenance. (More than 1/2 of this from an odd engine failure, lifter split in half and trashed the inside of the engine)

If I sell it for my reasonable market based asking price ($200K),
not counting Fuel costs (fuel probably about $210/hr)
It will have cost me more than $800/hr all in.

If I adjust for training and maintenance hours and include fuel
total operating cost is around $1250 for used flight hour.

I paid cash for everything and I am computing my cost of money/capital at 0.
Also I have no business need for this so it is all after tax $

It is getting close to needing a new engine on the right side, and could really use paint.
So I could easily spend another $100K

Paul. I 100% believe if you survived flying an Aerostar you’d be fine in a Iv-p. I never had a single scary moment in mine. Solid 260kt airplane. My biggest problem with this and the Malibu is the garbage tsio-550. It’s a pile of crap for an engine and I genuinely don’t trust it. Best 200kt airplane I’ve owned is a Lycoming Harmon Rocket.

Mike
863-899-1617. Call or text me if you want to chat

The Aerostar I fly is $400/hr and I believe it is rented way under price and should be $600/hr easy. However, the owner has not had any major surprises from a $100k engine. Honestly, at $1,200/hr you are in KingAir territory as far as operating costs. Acquisition costs will be what takes you for a loop. Then again, the acquisition costs for an SR-22 are just about as eye watering.

Find a 175kt aircraft like an SR-22 and enjoy the (albeit slower) ride.

$1200 an hour should get you comfortably into an MU-2.

I’m in Mexico now with my MU-2 (50 years old). I think it’s closer to $500 an hour. Most reliable airplane I’ve ever owned.

I don't think you can beat ^^ for the mission as stated at the lowest cost. My choice would be a PII B55, although event at 200kts that mission is tough, 4 hrs min in a tight plane is a tough ask. I'd be looking at 250kts + if I was doing that on a consistent basis.

Or a Lancair Super ES, you don’t need the -P and if you want four adults you’ll appreciate the greater useful load of the ES

Ask me how I know

I haven't read all the way through, but I assume someone mentioned the Mooney Ovation with the funky two bladed "pressure prop" that had the blade extensions designed to force more air in the intake. That machine had a true airspeed of nearly 195 kts down low. I believe it is/was the fastest normally aspirated certified production aircraft ever built.

I haven't read all the way through, but I assume someone mentioned the Mooney Ovation with the funky two bladed "pressure prop" that had the blade extensions designed to force more air in the intake. That machine had a true airspeed of nearly 195 kts down low. I believe it is/was the fastest normally aspirated certified piston single production aircraft ever built.

You had a lifter split in half, trashed an engine, and that’s going to push you into a single? Most people, that would convince them of a twin or a parachute.

>You had a lifter split in half, trashed an engine, and that’s going to push you into a single? >Most people, that would convince them of a twin or a parachute.

The 601P has real high strung engines twin turbos , stealing bleed air for pressurization.
In 286 hours I've landed with 2 engine failures.
One the lifter, ran ok on 5 cylinders.
The other a defect in a brand new cylinder that caused a blow torch to form around a spark plug helicoil that was loose and blowtorch the cht sensor making me think I had a fire. In both cases in a single would have made it to an airport.

Below 500 ft on takeoff I'd much rather have an engine failure in a single.
Above 500ft a BRS parachute starts to make sense.

A single would change some of my behavior, I'd be less likely to invite others on some trips.

I went on a demo flight in one of these — most impressive!

Best,

Tom

I’m in Mexico now with my MU-2 (50 years old). I think it’s closer to $500 an hour. Most reliable airplane I’ve ever owned.