Make sure you spend some time in and around 340s - They aren’t particularly large airplanes inside, but you do get nose and wing locker storage. I might have gone that route, but frankly I just don’t fit (6’3”).

I think the cost to operate any of the pressurized twin Cessnas will be pretty close to the same outside of engine overhaul costs (not that much amortized over the life of the engine) so I’m a fan of the 421C if you go that direction and have hangar space.

I don't think the 58P gets you much over the P210R.

You might also - as others have said - look into the turbine route. I went T210-421-KA90 and have been very happy.

Robert

How many hours was that all in for the MU2?

Robert,

I am starting to think that the twin turboprop might be the way to go. Price of admission is not too bad. Reliable engines that don't need tweaking after every other flight would reduce headaches. Trying to wrap my head around the fuel burn (80 gal/hour).

Look at the fuel cost per mile, not the fuel burn. The biggest factor is the fuel cost at airports you frequent, and whether or not you will have access to discount programs for Jet A.

I owned a 414A for a couple of years. All the Twin Cessnas are maintenance hogs. As long as you're prepared for that, then it's a reasonable choice. Just remember, they're all at least 40-years-old and in a constant state of restoration.

I've never owned a 340 so I can't comment on that, but between the 414 and the 421, definitely do the 421. The 414 is underpowered.

That said, I'll make you a heckuva deal on an '85 Conquest with 6000-hour engines.

Mark - where are you going to put 500 hours on in a year? I feel like I am flying all the darn time and just click over 200. 10 hours a week in the Mustang is a lot of miles!!!

How many hours was that all in for the MU2?

You need to switch to a Cub so you can rack ups some more hours! That Italian job is too fast!

They don’t have to be cramped. They have options 1-800-NET-JETS

Personally, I hate complainers

What's next for you John?

Listening…have coveted a 425 for a while, considering replacing the PB…

My first plane was a T210. Owned it for 14 years. Great plane, very reliable. Kids (3) got bigger, trips got longer. Lack of adequate ice protection dictated upgrade. Looked hard at C340's (flew often in them with local charter operator). He flight-planned 180kts in his two (non-RAM) 340's. They flew a lot like my 210 (not very crisp, heavy control feel, very stable instrument platforms). Ended up picking an Aerostar 601-P, then switched to a Superstar 700. Owned the Superstar for nearly a decade; nothing I've ever flown before or since flies as nice as an Aerostar, but maintenance was a continuous process and squawk lists were generated during almost every trip. Had 4 engine failures over 8-9 years of flying (mostly due to icing, one due to cylinder separating from block, as well as two "rich-outs" due to wastegate arm fracture). I loved the plane, but didn't trust it. I bought a -10K MU-2 with a panel that looked almost exactly like my Superstar in 2016. It flies from inspection to inspection without maintenance nearly every time. I see 295-305 TAS in summer, 300-320 TAS in winter burning about 80gph at 97% engine speed, 20deg cool of max EGT. It has been a game changer for me and fits my mission perfectly. Cabin is great for the family as well as (more commonly) for the doctors and nurses that fly with me to my clinics and surgical facilities; much larger than Aerostar & much easier to get in and out than our King Airs (as well as being about 70kts faster than our -21 C90A's). If you have a good mechanic on site (I did not) then a twin piston might make sense as an upgrade from the P210R, but my experience with twin pistons was that they have multiple persistent failure modes for reasons that are hard to predict even when using good shops and spending a lot of money on maintenance. If you can swing the jump to a Cheyenne, MU-2, Conquest, or Turbo Commander, I'd recommend that plan.

B200

It’s my understanding there are no front windshield replacements for a P Baron. If you lose the front windscreen you are grounded, maybe permanently.

Wow (about P Barron windshield).

I am really liking the Piper Cheyenne. Twin turbine reliability is very appealing as long as I can stomach the fuel burn. Going from 185KTAS to 230KTAS for an extra 40 or so gallons per hour. Guess that's about 1 gal per KTAS.

Anyone else made the transition from complex piston to twin turboprop?
I've got about 10 hours in the Barron (over the past 3 years).
Get my multi in a rental then get ready for SIMCOM and Florida Flight Center.
Probably have a mentor pilot for a bit.
I don't mind flying with liability only - insurance is outrageous these days, don't get me started.

Would need to stick with Cheyenne I, II or 1A to fit in the hangar. Leaning towards the I