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How to Buy a Piper PA-31T Cheyenne I / II / II XL: Buyer's Guide
A pressurized PT6 twin that gives you real turboprop speed and redundancy for well under new-King-Air money, if you buy carefully and train seriously.
Updated October 2026 · Market data from 7 live fyiAero listings, the FAA registry and NTSB records
Overview
The Piper Cheyenne is the turboprop branch of the PA-31 family. Piper took the pressurized Navajo airframe, hung Pratt & Whitney PT6A turbines on it, added tip tanks and a beefier structure, and created one of the more affordable ways into a pressurized cabin-class turboprop. The original Cheyenne later became known as the Cheyenne II. The Cheyenne I was a lower-power, lower-cost version, and the Cheyenne II XL added a longer fuselage and more power. The larger Cheyenne III and 400 are a separate PA-42 airframe and are not covered here.
This is a thin market. fyiAero listings currently show 7 Cheyennes for sale against a U.S.-registered fleet of 179 aircraft, the FAA registry count. Listings include Cheyenne I, Cheyenne II and Cheyenne II XL models, mostly from the late 1970s to early 1980s. Asking prices run from $389,000 to $995,000, with a median of $970,000. The median listed airframe time is 7,764 hours, so you are shopping mature airframes where maintenance history, engine status and avionics drive value far more than model year.
Owners like the Cheyenne for its speed, its PT6 reliability and redundancy, and a cabin that comfortably handles a family or a small business team. The trade-offs are real: turbine-twin operating costs, a type that rewards proficiency and punishes rust, and a shrinking pool of shops that know these airplanes intimately.
Who it's for. The Cheyenne fits an owner flying 250 to 400 nm legs regularly, often with 3 to 5 people, who wants to get above the weather in a pressurized cabin with two turbines. It is a common step up from a Baron, 58P, Navajo or Malibu, or a step sideways for someone who wants twin-engine redundancy instead of a single-engine turboprop. Most buyers will hold a commercial or ATP certificate, or a private certificate with an instrument rating and substantial multi-engine time. Insurance is the gatekeeper. Underwriters typically want meaningful multi-engine and turbine time, and they almost always require initial and recurrent simulator or type-specific training. Low-time multi pilots may face high premiums, a mandatory mentor-pilot period, or outright declines. Get insurance quotes before you make an offer.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Cheyenne (later Cheyenne II), PA-31T | 1974-1983 | The original model, with PT6A-28 engines and the Navajo-derived pressurized fuselage with tip tanks. It is the most common Cheyenne on the market, and value depends heavily on engine times, panel and corrosion history rather than year. |
| Cheyenne I, PA-31T1 | 1978-1982 | A lower-cost version with smaller PT6A-11 engines, a bit less speed and simpler equipment. It usually trades below a comparable Cheyenne II, but engine overhaul costs are somewhat lower. |
| Cheyenne IA | 1983-1984 | A refined Cheyenne I with cleaner cowlings and updated interior and systems. Few were built, so they rarely come up for sale and are priced on individual condition. |
| Cheyenne II XL, PA-31T2 | 1981-1984 | Adds a stretched fuselage with an extra cabin window and more powerful PT6A-135 engines for better hot-and-high and climb performance. It is the most desirable of the PA-31T line and generally commands a premium. |
What a Piper PA-31T Cheyenne I / II / II XL costs to buy
4 priced listings on fyiAero right now ask between $389,000 and $995,000, with a median of $970,000 and a median of 7,764 hours total time.
- With only 7 aircraft on fyiAero, asking prices from $389,000 to $995,000 tell you more about individual airplanes than about the market. The 1980 listing at $389,000 versus a median of $970,000 almost certainly reflects engine time, panel or damage history, not the year.
- Year is a weak predictor here. A 1978 example is listed at $995,000 while the two 1981 examples average $970,000. Price the engines, props and avionics first, then the airframe.
- All listings that report airframe time are over 5,000 hours, with a median of 7,764 hours. High total time is normal for the type. A complete, continuous logbook history and corrosion-free structure matter more than the hour total.
- Engines are the biggest value driver. Have a shop quote the cost of reaching the next hot section and overhaul for each engine, and subtract that from your offer. Enrollment in an engine maintenance program can add real value.
- Because the market is thin, expect to travel for the right airplane. Budget for a pre-buy at a shop with Cheyenne and PT6 experience, not just any turbine facility.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- PT6A borescope, hot section and trend data. Each engine's hot section and overhaul status can swing value by hundreds of thousands of dollars. Review engine trend monitoring and borescope the compressor turbine and combustor.
- Engine logs, TBO basis and maintenance program status. Confirm the TBO and HSI intervals the engines are maintained to, any extensions, and whether program enrollment transfers. Mismatched or incomplete engine records are a major red flag.
- Propellers and governors. Check overhaul status, blade condition, reversing and feathering function, and propeller deice. Prop overhauls on a turboprop twin are expensive and often deferred.
- Wing spar, carry-through and wing attach areas. These airframes are aging and many have high time. Have the shop inspect for corrosion and cracking and research all applicable ADs and SBs on the wing structure.
- Tip tanks, fuel cells and fuel system plumbing. Leaking bladders, deteriorated tip tank sealant and fuel line chafing are common. Repairs are labor-intensive.
- Pressurization system and door seals. Run a cabin pressure test and check outflow and safety valves, door seals and windows. Pressurization faults can be hard to troubleshoot and expensive to fix.
- Landing gear actuators, trunnions and hydraulic system. Look for wear, leaks and corrosion, and verify retraction and emergency extension. Ask the shop to research gear-related ADs and SBs.
- Exhaust stacks, engine mounts and nacelle structure. Heat cracking in stacks and mounts and corrosion in the nacelles are typical findings on high-time PT6 installations.
- Environmental system and electrical starter-generators. Air conditioning, bleed air components and starter-generators are common squawks. Overhaul or replacement adds up quickly.
- Damage history and corrosion survey. Pull the full logbooks and the FAA records. Inspect belly skins, wheel wells and the empennage for corrosion and past repairs, especially on airplanes that lived near the coast.
Popular upgrades
- Modern glass avionics (Garmin TXi/GTN class or similar). Replacing aging gauges and navigators is one of the biggest value adds. A well-integrated modern panel can make a high-time airplane far easier to sell.
- ADS-B Out and modern autopilot. ADS-B is now expected. A reliable, modern autopilot where STC'd significantly improves single-pilot safety and buyer appeal over a tired original unit.
- Engine upgrade or conversion STCs. Some Cheyennes have been re-engined or upgraded with more powerful PT6 variants. These usually improve climb and speed and command a premium, but confirm the documentation and support.
- Propeller upgrades. Where STC'd, newer propeller installations can reduce noise and vibration and improve performance. Value depends on time since installation.
- Interior and paint refurbishment. A fresh interior and paint help resale and comfort, but buyers pay far less for cosmetics than for engines and avionics.
- Engine maintenance program enrollment. Program coverage transfers some overhaul risk away from the buyer and typically raises market value and liquidity.
Ownership costs
Plan on turbine-twin money. The fyiAero operating cost estimate puts variable costs at about $2,102 per flight hour, driven by fuel burn of around 85 gallons per hour, engine and prop reserves, and maintenance. At 325 hours a year, the estimated total annual budget is about $893,758. That implies roughly $210,600 in fixed costs for insurance, hangar, training, inspections and avionics subscriptions before you fly a single hour. With an estimated cruise of 210 knots and range of about 1,000 nm with 5 passengers, the estimate works out to about $8.41 per nautical mile. Your real numbers will depend heavily on engine program enrollment, where you hangar the airplane, your insurance profile and how many deferred items you inherit. A conservative buyer keeps a cash reserve on top of the purchase price for the first year's surprises.
Safety record
NTSB records show 13 accidents in the U.S. Cheyenne fleet over the last 10 years, 9 of them fatal and 9 with the aircraft destroyed. Against 179 registered aircraft, that works out to 72.6 accidents and 50.3 fatal accidents per 1,000 aircraft over the decade. Because the fleet is small, a handful of events moves these rates a lot. Still, the high share of fatal outcomes is typical of faster, heavier turbine aircraft, where accidents tend to happen at higher energy. The type-specific risk areas are well known: loss of control after an engine failure in a twin, slow-flight and low-speed handling, icing, and single-pilot workload in instrument conditions. Owners who invest in annual simulator-based recurrent training, practice engine-out procedures, fly with a well-maintained autopilot, and keep proficiency current dramatically reduce their exposure. Treat training as part of the purchase price, not an option.
Alternatives to consider
- Beechcraft King Air C90 / E90. It has a roomier cabin, broader support network and stronger resale, but costs more to buy for comparable year and engine times and is a bit slower than a Cheyenne II.
- Piper Cheyenne III / IIIA (PA-42). It offers more cabin, payload and T-tail stability, but brings higher acquisition and operating costs and is a different airframe with its own maintenance profile.
- Mitsubishi MU-2. It is faster with a strong performance-per-dollar reputation, but has demanding handling and a specific mandatory training regime. It is also loud and cramped compared with a Cheyenne cabin.
- Cessna Conquest I (425). It offers similar mission capability and good Cessna parts support. The fleet is small too, and good examples can be priced above comparable Cheyennes.
- Piper M500 / Meridian (PA-46 turboprop). It is a single-engine turboprop with lower operating costs and newer airframes available, but you give up twin-engine redundancy and some cabin size.
Frequently asked questions
How much does a Piper Cheyenne cost?
Current fyiAero listings range from $389,000 to $995,000, with a median asking price of $970,000. Engine status, avionics and damage history explain most of that spread.
How fast is a Cheyenne and how far can it go?
The fyiAero operating estimate uses a cruise speed of about 210 knots and a range of around 1,000 nm with 5 passengers. Actual numbers vary by model, altitude and load.
How much fuel does a Cheyenne burn?
The fyiAero estimate uses about 85 gallons per hour. That fuel burn is the largest piece of the estimated $2,102 per hour variable cost.
What is the difference between the Cheyenne I, II and II XL?
The Cheyenne I uses smaller, lower-power PT6 engines and is generally the least expensive. The Cheyenne II is the original higher-power model, and the II XL adds a stretched cabin and more powerful engines.
How many Cheyennes are flying in the U.S.?
The FAA registry shows 179 U.S.-registered aircraft in the family. fyiAero currently lists 7 for sale, so good examples can take time to find.
Is a Cheyenne hard to insure?
Expect underwriters to require significant multi-engine and turbine experience plus annual simulator or type-specific training. Lower-time pilots should get insurance quotes before making an offer.
Piper PA-31T Cheyenne I / II / II XL for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
