Cheyenne 3..

I've got a handfull of hours in it. Nervous bastard. It requires you to fly him by the numbers most of the time, again, nervous fella. Cabin is ok, trying to get into the cockpit is tight, and I personally feel the cockpit is too small. Apart from that, it is my favorite for shape and looks, plus king air performance, without its simplicity. King Airs use 1 switch for something, Cheyenne 3's use 3. Problem will be maintenance, good luck getting parts hastly.

I've been trying to get my bosses to get a turboprop, I wouldn't mind AT ALL for a Cheyenne 3. Good luck!!

Take care
 
If you're going to do it, do it right....
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MaRiO FDZ said:
Did you know the 400 you have to leave the flaps at least 10~15 degrees all the time on the ground because the exhaust nozzles melt them?? YIKES talk about a mosnter of an Airplane
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Seems reasonable. Turboprops scare me. People assume I should know how to work on one, nothing could be further from the truth.
 
MaRiO FDZ said:
I've got a handfull of hours in it. Nervous bastard. It requires you to fly him by the numbers most of the time, again, nervous fella. Cabin is ok, trying to get into the cockpit is tight, and I personally feel the cockpit is too small. Apart from that, it is my favorite for shape and looks, plus king air performance, without its simplicity. King Airs use 1 switch for something, Cheyenne 3's use 3. Problem will be maintenance, good luck getting parts hastly.

I've been trying to get my bosses to get a turboprop, I wouldn't mind AT ALL for a Cheyenne 3. Good luck!!

Take care
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The plane is already in the hangar. I'm not worried about parts. I don't wish to work on the thing, just maybe fly it occasionally. ;)
 
Tram said:
The plane is already in the hangar. I'm not worried about parts. I don't wish to work on the thing, just maybe fly it occasionally. ;)
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It's basically a turbine Navajo, which means it takes most of what makes flying a Navajo a pain ( managing the turbocharged piston engines and praying that one of them doesn't take the day off shortly after rotation) and gets rid of it. I'd echo the concern about age, complexity, and parts but it sounds like you're just flying it occasionally not owning or managing.
 
I have a few hundred hours in Cheyenne 3s. Having flown both Cheyennes and king airs I can easily say that one is not more complex than the other. The start procedure in the Cheyenne 3 has more switch flipping than a king air, but if you start using auto ignition then it's just as simple to start as a king air. It's a pleasure to fly and handles well in the ice.
Any questions you might have I'm happy to answer.
 
Yeh, I wouldn't be owning or managing the aircraft. Just pilotage skill set providing. ;)
 
z987k said:
I like the MU-2. But I'll take the speed of a Cheyenne IV or a Conquest II.
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How much faster are they? I plan 285 in my long body at 96% and the shorts will do 300 at the same power. That's without the MT's and mid-time engines. The 441 I flew briefly wasn't any faster from what I recall.
 
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