Fuel flow is 490 and range is around 1100 with 45-minute reserve. With the Blackhawks you can figure 600 the first hour and 500 after that. I have a 960 pound payload with full fuel.

About 75 GPH cruise. The 441 is meaningfully more speed and cabin on less fuel, and longer engine TBO, which is why it commands the market premium.

I couldn't find a single Blackhawk 425 for sale, so I'm thinking that's rare and probably quite pricey. The conversion is probably something like $750K or so, I would guess, so some meaningful money.

Nearly all 441s have been converted to TPE331-10 engines (from the original -8 engines). The -10 engine is a great improvement, longer lived, more efficient, more powerful at altitude.

I have the 441 -10 supplement with performance data, but the forum's stupid 1 MB attachment limit prevents sharing. Maybe the forum will modernize one day...

Here's the key chart, range versus altitude and power setting:


That's decent. So nearly 1000 lbs flown a bit over 1000 nm on a mythical no wind day.

Mike C.

viewtopic.php?f=43&t=235957


This Blackhawk 425 looks impressive for 1.1 million

Looks impressively like a Cheyenne.

Finding and Blackhawk 425 is difficult and when you do, the engines are typically WAY past TBO. There was one for sale recently that had nice avionics and Blackhawk engines. They were asking $975,000 for engines that had like 4,000hrs on them. Essentially, the engines were worthless.

If I could find a Blackhawk 425 at like 1800 hrs for 1.1M, I would probably jump on it but that will likely never happen.

Indeed.

I guess we should mention the 400LS Cheyenne with 2000 total HP. I think it would be a "muscle plane".

All the > $1M turboprops start making a 501 look pretty reasonable if you account for cost of money in any reasonable way. Yes, more fuel, but more safety, comfort, speed, ease, and likely even less maintenance cost.

Mike C.

l think about a 75 of the 236 425's have the Blackhawk conversion. There aren't many for sale at any one time, because the owners usually hang on to them. There are a few nice ones left you just have to be patient if that's a plane you want. It took me 14 months, but I found one of the last 5 built with 3500TT and 400hr on new Blackhawk engines and 5 Blade MT props and full late Garmin panel. It wasn't cheap but it was the plane I wanted.

My Conquest doesn't have a Blackhawk conversion, but to prove your point, I've had it nearly ten years now. I'll put 350 hours on it this year.

Ha! why do all these planes start with "c"

You likely paid 441 money for a 425. What made you go with the 425 instead of a 441?

The 441 is great plane, but when I was looking not many low time ones were available especially with Garmin panel. Most needed a complete avionics upgrade and I was looking for one already upgraded. At the time I was looking most avionics shops were a year to 18 months booked.They also have more complex systems than the 425 which is more to maintain. I flew in both and the 425 is quieter especially on the ground. I am 63 and insurance starts looking at the number of seats when you get older and I would probably only need the extra seats once or twice a year.

John do you do all the flying or do you have pilot to help out when you’re tied up? I only fly about 150 hours a year but would fly more if I could get away from the office more. 350 is getting great value out of your plane.

I haven't looked at it in detail but I'd say it's probably about 50/50. I have a pilot who flies my employees to different locations when needed.

John I have been thinking of doing the same to get a little more usage out of the plane.

I have heard others say that, but no one has detailed what those more complex systems are.

What makes the 441 more complex to maintain, exactly? Just curious.

Mike C.