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. As with the Mark I, cruise RPM is 1810. This website contains many older reviews. Turboprop Cessna 207 Soloy also makes a turboprop conversion for the Cessna 207, using the Rolls … The company claims lower overall operating cost, reduced fuel burn for a given airspeed and better endurance. 2-Tach Generators 11. High-speed cruise at FL190 is 260 KTAS on 80 gph and long-range cruise at FL250 is 245 KTAS at 68 gph. We urge prospective buyers to confirm actual empty weights of delivered airplanes, as cabin payload with full fuel is almost always tight on small turboprops. The piston airplane is only certified on wheels. 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. The cost is US$409,900. Browse a wide selection of new and used Turboprop Aircraft near you at Controller.com. At the FL270 max operating altitude, the cabin is at 9500 feet. Turbine 340O & N has also installed the same 450 HP Rolls Royce turboprops on a Cessna 340. 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. Price for the basic conversion is on the order of $600,000, although we could not get exact details because the price of the engine fluctuates and, when we called Soloy to discuss this article, CEO Dave Stauffer declined to speak with us. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. The least expensive mod to emerge from the Rocket hangar is the TurbineAir, marketed under an offshoot company known as West Pacific Air LLC. The Cheyenne II, weighing about 8,000 pounds, turned in a speed of 242 KTAS on 66 gph with a density altitude of 27,100 feet. In the case of the -28 engines on the Cheyenne II, TBO goes out to 8,000 hours if an engine meets its stringent specs. While we sometimes agonize over range and useful load, each of these airplanes has a reasonable tradeoff between cabin load and endurance. The Boss 182 engine conversion is the only late-model engine upgrade approved on floats! The first airplane has been delivered. TBO is 3500 hours. Two prototypes are currently in flight test. They also own a small business and Steve is involved with a Part 135 charter operation. Jet A is around $1 per gallon cheaper than avgas, but turbines burn substantially more fuel, so it will always be a major expense. The Royal … Published TBO is 3600 hours with the hot section requirement dropped if trend monitoring is used. There were only two practical … From what we can tell from Soloy’s Website, the price for the conversion is similar to that for the 206 conversions. US$ 4.5 million, US$6.5 million as of 2012. 2 Kits AvailableKit A 1. A Colemill conversion … And at some $75,000 each, the engines (including turbos, accessories, and labor), aren’t cheap to overhaul at intervals typically less than 2,000 hours. American Aviation Inc.'s Pitot Cowls provide better intake airflow than the original intakes. We sell a variety of Blackhawk-powered aircraft featuring low … Two PT6A-35 engines rated at 525 HP are hung on what has long been considered a draggy airframe, turning it into an attractive hotrod. With a total of 260 gallons aboard, 658 pounds can be carried in the cabin. … Cruise speed at 10,000 feet is published at 160 knots while burning 24 GPH, so range and endurance is limited with standard fuel; VFR, with 45-minute reserve, figure on 350-mile range and two hours endurance at 10,000 feet. But, either piston engine in a Malibu will also require a Top Overhaul at about 1000 hours SMOH, which will cost … “ 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. Beechcraft’s King Air B200 is their cheapest King Air in terms of operational costs. Double your rate of climb. The Leffertses plan on 575 pounds/86 gallons in the first hour and 475 pounds/71 gallons per hour on subsequent hours at maximum cruise power. In return, however, you get runway and climb performance that puts a typical piston twin to shame and vastly increases takeoff safety. CTRL + SPACE for auto-complete. Pricing on the conversion is preliminary, but Conrad speculates the entry-level PT6A-21s will cost about $767,000. For a piston airplane, an overhaul can cost $60k, and with a 2000TBO, that equates to $30/hour engine reserve. Endurance, with 45-minute reserve, is about 4.3 hours. Fire it up without worrying about preheat. 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. The result is that the light weight of  turbines is offset by the need to carry more, heavier fuel to achieve reasonable range. O&N advertises a max cruise for the Silver Eagle of about 220 knots at FL220 while burning 22 GPH. The airplane is approved on amphibious floats. Thus far, 17 airplanes have been converted to fly at what Rocket shows as a max cruise of 290 knots at FL270. “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. 3-Engine Mount Isolators 12. The standard conversion includes a 26.8-gallon fuel tank in the baggage compartment on top of the standard 90 gallons in the wings, giving 116.8 gallons of fuel. Pratt & Whitney, however, seems to be holding firm. [update] . Silver Eagle IIO & N recently obtained an STC to carry out its Silver Eagle conversion on non-pressurized Cessna 210s. The Mark I conversion of the Cessna 206 involves installation of a 420 SHP Rolls Royce 250-C20S turboprop. Loaded with full fuel, 350 to 400 pounds can be carried in the cabin. Published price for the conversion is $615,000. We like what we see. They removed the nose engine, lengthened the nose, and replaced the rear engine with a turboprop… The performance data we quote comes from the companies themselves, so we recommend a degree of skepticism. AIRCRAFT SALES. Spectrum SA-550: Built by Spectrum Aircraft Corporation of Van Nuys, California, it was an extensive single-turboprop engine conversion of a Reims FTB337G constructed in the mid 1980s. Turboprop Cessna 207Soloy also makes a turboprop conversion for the Cessna 207, using the Rolls Royce 250-C20S engine as in the Mark I, developing 420 SHP with a full-feathering, non-reversing Hartzell three-bladed prop. But used twin turboprops from the 1970s and ’80s have drastically come down in purchase price, making the cost of entry close to that of high-end piston twins. We’ve also observed that a Soloy 206 on takeoff is far quieter than a piston-powered 206, something important as population pressure continues to affect airports and lakes. Obviously it wasn’t … However, one huge tradeoff is altitude: … However, there’s no free lunch; jet fuel weighs .7 of a pound per gallon more than avgas. If you’ve flown a Piper Navajo, you’ll feel right at home in the Cheyenne, complete with the need for a huge amount of nose-up trim for the landing flare at forward center of gravity. It also converts Beech B36TC Bonanzas into the Turbine Air via installation of a 500 HP PT6A-21. So what’s the true cost of ownership? The option is also open to put the airplane on a Part 135 certificate if they purchase the MORE STC. In the 1980s, Soloy branched into converting the Cessna 206 and 207 to turbine power, doing so for both land and seaplanes. Overhead panels include exterior lighting, anti-ice controls with volt and amp meters. Max takeoff weight for the Mark II is the same as the Mark I, 3600 pounds, with an advertised useful payload with full fuel (88 gallons usable) of 1085 pounds. It’s the only twin-engine turboprop on this list, so it burns more fuel than the others at 101.7 gallons per hour, which, at $5 per gallon, is $508.50 per hour. BEST VALUE JETPROP ON THE MARKET! For decades, the drumbeat has been steady—turbine airplanes are. With 45-minute reserve up high, range is about 1000 miles and endurance about 3.5 hours. Max gross weight is 4021 pounds which, with full fuel on top of an advertised standard empty weight of 2800 pounds, allows 416 pounds to be carried in the cabin. While some of the equipment, such as the Bendix attitude indicator and autopilot, are old, they work well and are still supported. With the 4000 pound gross weight, about 750 pounds can be carried in the cabin with full fuel, a respectable load. Please login below for an enhanced experience. Fuel capacity is less than that of the 206, at 73 gallons usable with an optional 52-gallon aux tank system. Case in point is the experience of Lisa and Steve Lefferts, both airline pilots from Maryland. “The Aerostar can outclimb the Cheyenne in the upper teens and is faster in cruise in the mid 20s,” Steve said. 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. ©2020 Aircraft Owners and Pilots Association. Aftermarket designers have hung ever-larger piston engines on factory airframes, with varying levels of success, for decades. For those who fly regularly where the avgas supply is iffy or who want a big performance bump and turbine reliability in an airframe that is as familiar as an old boot, these mods are worth serious consideration. ConclusionTurboprop conversions are not cheap. The BT-67 is a truly unique blend of efficiency and effectiveness. N963MA is the newest JetProp DLX for sale in … 28 volt Electrical Generator Control System 14. The current crop of turboprops have impressive performance and with additional tankage, short range isn’t the problem it used to be. 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. A highly variable cost is hangars. A Garmin 530W/430W combination is more than adequate for the Lefferts family. New Engine Mount 3. Minus 10 degrees out? Over Speed Governor 10. Oh, there’s still the looming overhaul of two (gulp) turbines, to the tune of $500,000—but, under Part 91 operations, there’s no requirement to overhaul at TBO. 2009/2020 Jetprop DLX. This could be especially valuable as Soloy is marketing a version of the airplane with a law enforcement package where the ability for low-noise loitering at reduced power could be valuable and might make inroads into the law enforcement helicopter market. Usable fuel is 151.6 gallons. Turboprop … July 28, 2017 - Soloy Aviation (Booth 18, Main Aircraft Display Area), known for its turbine engine conversions, has introduced its first compression-ignition engined Cessna 182 Skylane, here at … Power and speed—two of aviation’s touchstones—have been pursued as long as there have been airplanes and people willing to throw money at them. New Frakes Exhaust Stacks 5. It was warmer than standard and density altitude was 20,000 feet. Known as the JetPROP DL (economy) and DLX (performance) and equipped with a Pratt & Whitney PT6A-21 (550 HP) and -35 (560 HP) engines, respectively, the JetPROP series, at some 268 airplanes in the field, is currently the most popular general aviation turbine modification after the DeHavilland Beaver and Otter series, which aren’t commonly owner-flown and are beyond the scope of this article. With beta and reverse thrust, the Cheyenne also uses far less runway on landing. The family took a recent trip to Tampa, Florida, and Steve ran the numbers for the Cheyenne versus the Aerostar 700. On a flight from the Montgomery County Airpark in Gaithersburg, Maryland, to the John Glenn Columbus International Airport in Ohio, the Cheyenne II burned 100 gallons of Jet A and put 1.2 clicks on the Hobbs. O&N advertises a 215-knots cruise at 16,000 feet and a range of 900 miles. Handling-wise, the Cheyenne won’t be mistaken for the fingertip handling of an Aerostar. Royal TurbineThe Royal Turbine is a conversion of the Beech B60 Duke. Developed from. The 5.3 PSI pressurization system of the Malibu is retained. “It’s not a free lunch—you have to keep certain components in tighter specs but complying with the STC, you’re way ahead of the cost of doing an overhaul at the factory TBO.” It should be noted that factory TBO for versions of the Honeywell (Garrett) TPE-331 have been extended to 5,400 hours and beyond as they’ve proven their reliability. If an engine fails just after takeoff, the Cheyenne will climb away at 600 to 1,000 fpm, which is about double the single-engine performance of the Aerostar. After four years of work, the STC was obtained in August 2012. Engineering designed a PT- 6A-21 conversion for the Beechcraft Bonanza (B36TC). Reduce take off roll by 40%. With that kind of range and endurance, fuel can be traded for cabin weight, making a decent compromise as to number of passengers versus distance to travel. The modifications fall under separate names; we won’t try to sort out what company owns what other companies, suffice to say that if you go to www.rocketengineering.com, you’ll find further information on all the mods. Single-engine turboprops put a dent in that theory starting in the 1980s with the introduction of the TBM series and Piper’s Meridian in 2000. And if you don’t want to thumb your nose at recommended overhaul intervals, there are maintenance plans that theoretically extend the life of many turbine engines by thousands of hours, often to the point that overhaul may not necessarily be a future responsibility for the average owner who only flies up to a few hundred hours per year. For the budget conscious, one could choose to skip the hangar, but that’ll cut into utility and convenience on frosty mornings, for example. Hartzell 3 Blade Propeller with Spinner 4. Recently, the Leffertses had the Cheyenne’s engines’ hot sections inspected to the tune of about $16,000 each, and the looming expense was reflected in the price they paid for the airplane. Turbine Cougar BaronFinally, Rocket Engineering is flying a prototype pressurized Baron conversion it refers to as the Turbine Cougar Baron. On the glareshield are engine oil cooler, fuel pump (red), plus starter-generator switches (yellow). A comfortable seven-seat cabin setup is roomier and more comfortable than the Aerostar the Lefferts family previously owned. For example, marketing literature from O & N Aircraft Modifications, maker of the Silver Eagle turboprop-modified Cessna 210, clearly describes the structural changes it makes as part of its upgrade to the airframe. Aircraft Owners & Pilots Association Find it free on the store. Among the MKII’s many advancements is the upgraded 450 SHP, Rolls … Decrease landing distance by 50%. 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. It keeps the 3.35 PSI max differential pressurization of the P210 and its max operating altitude of FL230. Our experience is that such data can be a trifle optimistic, especially when it comes to cruise speeds and useful loads. Cheyenne's old-school pressurization controls. Both units are serviceable for now and work well for the family’s missions. There’s no zero fuel or max landing weight. The company is reporting a max cruise speed on the order of 300 knots. While the conversion is similar to a pressurized airframe, total usable fuel is less, 106 gallons and empty weights are lower because the airframe is not pressurized. Conversion with the -35 engines will cost approximately $887,000. That’s about double the fuel burn of the Aerostar. Any shop with PT6 experience should be able to take care of one. Turbine AirNot one to sit on its laurels, Rocket Engineering  doesn’t limit its work to the JetPROP. Inertia Separator System 9. Flight Level 210 to FL230 is a good trade-off between speed and fuel burn. Climb rate does peter out in the upper teens, however. At gross weight on a standard day at sea level, Soloy publishes 1063 feet for takeoff distance over a 50-foot obstacle, which is consistent with our observations. For the return flight to Gaithersburg, we vaulted up to FL250 to check the economy numbers for a longer flight. Operationally, the turbines are far simpler and less temperamental. Lisa Lefferts preflights one of the PT6A-28s on the Cheyenne II. Looking at the DL, the economy version of the JetPROP, climbing to FL250 and operating at max cruise power generates a published true airspeed of 231 knots on a fuel burn of 28.4 GPH. It is also available on amphibious floats. New Fiberglass Cowlings 6. At $499,000, the airplane has a published cruise speed of 250 knots at FL250 while burning 29 GPH, according to Rocket Engineering. For decades, the drumbeat has been steady—turbine airplanes are unobtainium as private aircraft. It has proven over decades of operation to be the most reliable and affordable (cost vs. capability) special mission platform on the market. Not a member? Despite turbine engines being significantly lighter than the piston mills they replace, the grim realities of higher specific fuel consumption and heavier fuel mean that the modifiers face a tough task in both finding space to carry sufficient fuel for any kind of range while still being able to carry anything in the cabin. Steve’s a classic over-analyzer with an open mind and savvy business sense who has always been an airplane nut. While the couple loved the Aerostar’s fingertip handling and performance efficiency at altitude, the annual maintenance costs were on par with entry-level turboprops, specifically the Cheyenne II. The Basler BT-67 is a utility aircraft produced by Basler Turbo Conversions of Oshkosh, Wisconsin. … What the Aerostar can’t do is achieve an accelerate-stop distance of 4,000 feet at maximum takeoff weight on an 80-degree day. A four-blade, reversing, full-feathering prop is standard with operating RPM at 2190, reducing flyover noise significantly. That adds up because turbine engines have higher fuel specifics than piston pounders. With full fuel (490 pounds), 1335 pounds can be carried in the cabin. Max gross weight is 4000 pounds, with Soloy publishing an empty weight with eight seats at 2175 pounds. The engine installation is less angular than the Mark I and has a lower thrust line, making for better over-the-nose visibility, especially in slow flight and on landing. Basler Turbo Conversions, LLC 255 West 35th Ave. • P.O. The zero-fuel weight is also 4100 pounds. New Fuel Filter 15. We note that props on Soloy Mark I conversions of the 206 have about the same degree of erosion as piston 206s, perhaps due to the relatively low prop RPM of the Soloy installation—max RPM is 1810, and taxi RPM is about 1200. While the Pratts consume a lot more fuel than the Lycomings on their previous Aerostar, the couple enjoys the easy operation, safety, and reliability the turbines bring. Preheats are basically required on any starts below freezing. First Word: Flying With Masks, Mustaches and Mics, First Word: Used Aircraft: A Seller’s Market, For Now. Box 2305 Oshkosh, WI 54903-2305 USA Telephone: (920) 236-7820 Yearly maintenance costs [of the Cheyenne] look to be about half or less than a comparable [Beechcraft] King Air. Published price for the conversion is $615,000. At FL200, the max operating altitude for the Mark I, max cruise is 156  knots with fuel flow at 20.4 GPH, generating a VFR range of 620 miles and endurance of 4.1 hours, each with 45-minute reserve. Texas Turbine Conversions’ most recent and highly successful STC effort provides Cessna Caravan owners with unprecedented thrust, performance, and efficiency regardless of operating conditions. , $ 590,000 it for a King Air, but they are out there burn the... Loaded with full fuel, VFR range is about 4.3 hours that of the extra horsepower be... To take care of one during the hot-section inspections the BT-67 is a mix of legacy and modern equipment avionics! 2008, Soloy has turboprop conversion cost steady—turbine airplanes are, is equally significant useful load, each of these has. Gaithersburg, we vaulted up to FL250 to check the economy numbers for a six-place airplane although... 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