Piper Cheyenne vs Piper M600

A buyer who has outgrown a pressurized piston single and is considering a turboprop step-up faces one of the most genuinely interesting questions in general aviation: twin-engine turboprop or single-engine turboprop? The Piper Cheyenne II (PA-31T) and the Piper M600 (PA-46-600TP) both offer pressurized turboprop performance in a Piper airframe, but they answer the question differently. The Cheyenne II is a twin — two PT6A-28 engines, multi-engine redundancy, a six-to-eight seat PA-31 cabin, and a used-market presence at prices that represent genuine value for turboprop capability. The M600 (2016) is a single — one PT6A-52, a PA-46 pressurized cabin for five to six, Garmin G3000 avionics, and on later variants an emergency autoland system with no equivalent in the piston world. The comparison distills to the oldest trade in turboprop aviation: twin redundancy versus single-engine simplicity and economics.

Live Market Snapshot

Current asking-price market, aggregated across multiple marketplaces · refreshed daily

Piper Cheyenne
For sale now
27
Median asking
$995,000
Range
$496,200–$1,505,955
Model years available
1978–1987
Piper M600
For sale now
27
Median asking
$2,939,000
Range
$2,339,500–$3,832,056
Model years available
2016–2026

Live data from AeroGurus, aggregated daily across the used-aircraft market. Figures are current asking prices, not appraisals — confirm with a pre-buy inspection.

Full Specs Comparison

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Spec / Model Piper Cheyenne Piper M600
Piper Cheyenne
View 25 listings →
Median $995,000
 Piper M600
View 28 listings →
Median $2,939,000
Price Range $496,200 – $1,505,955 $2,339,500 – $3,832,056
Category Multi Engine Turboprop Single Engine Turboprop
Model Specifications
Seats 8 6
Horsepower 620 HP 600 HP
Cruise Speed 240 kts (444 km/h) 274 kts (507 km/h)
Range 1,400 nm (2,593 km) 1,484 nm (2,748 km)
Service Ceiling 31,000 ft (9,449 m) 30,000 ft (9,144 m)
Max Gross Weight 9,050 lbs (4,105 kg) 6,000 lbs (2,722 kg)
Useful Load 2,900 lbs (1,315 kg) 2,400 lbs (1,089 kg)
Fuel Capacity 365.0 gal (1382 L) 260.0 gal (984 L)
Fuel Burn 55.0 GPH (208 L/h) 40.0 GPH (151 L/h)
TBO 3,500 hrs 3,500 hrs
Overhaul Cost $300,000 $350,000
Annual Fixed $100,000 $120,000
Hourly Variable $650 $750
Engines 2 x Turboprop 1 x Turboprop

Cost of Ownership

Estimate

Piper Cheyenne

Fuel$302/hr
Variable$650/hr
Annual Fixed$100,000/yr
Total (200 hrs/yr) $230,000/yr

Piper M600

Fuel$220/hr
Variable$750/hr
Annual Fixed$120,000/yr
Total (200 hrs/yr) $270,000/yr

Which Should You Buy: Piper Cheyenne or Piper M600?

Bottom line: Choose the Piper Cheyenne II for twin-engine redundancy on routes over mountainous terrain, extended water crossings, or frequent hard IMC in winter — two PT6A turboprops that genuinely climb on one engine change the risk profile compared to any single, regardless of how reliable that single's powerplant is. The Cheyenne's multi-passenger capacity and lower acquisition cost than the M600 make it compelling for operators who need the seats and accept the twin's maintenance overhead. Choose the Piper M600 for single-engine economics, modern glass avionics, and a significantly faster cruise — the PT6A-52's established reliability, Garmin G3000 situational awareness, and approximately 274 kt true airspeed change the character of the aircraft on longer missions. Safety axis: the twin vs single question is honest risk assessment, not a clear winner. The Cheyenne's two-engine architecture provides genuine protection in terrain and overwater scenarios where an engine failure demands a path to an airport; the M600's argument is that the PT6A is rarely the failure mode, and that the emergency autoland system on equipped M600/SLS variants addresses incapacitation scenarios the Cheyenne cannot. Evaluate route profile, weather exposure, and your own piloting proficiency — neither answer is universally correct.

Pick the Cheyenne if…

  • Budget matters — from $496,200 vs $2,339,500, you save ~$1,843,300.
  • Lower operating cost — ~$650/hr vs $750/hr.
  • More seats — 8 vs 6.

Pick the M600 if…

  • Faster cruise — 274 kts vs 240 kts.
  • Longer range — 1484 nm vs 1400 nm.
  • Newer design — production from 2016 vs 1974.
  • More inventory — 28 listings vs 25.

Auto-generated from current market data and published specs. Confirm with a pre-buy inspection and professional appraisal.

Frequently Asked Questions

Does the M600 require a different type rating than the Cheyenne?
Yes. The M600 (PA-46-600TP) and the Cheyenne II (PA-31T) each require their own separate type ratings. A pilot holding a Cheyenne type rating cannot fly the M600 without additional training and a separate practical test. The M600's single-engine turboprop systems and the Cheyenne's multi-engine twin turboprop operations are genuinely different enough to justify the distinction.
How does the M600 address the single-engine risk?
The M600 approaches single-engine risk through several layers: the PT6A-52 has an exceptional in-service reliability record with very low in-flight failure rates; the aircraft's certified operating altitude and FIKI capability allow routing that avoids many of the terrain and icing scenarios where an engine failure is most consequential; and later M600/SLS variants include Garmin's SafeReturn emergency autoland system, which executes an autonomous approach and landing in a pilot incapacitation event. None of these eliminate the fundamental single-engine exposure — that's a permanent characteristic of the configuration — but they represent a considered engineering approach to managing it.
Can the Cheyenne compete with the M600 on speed?
Not comfortably. The M600's PT6A-52 and modern aerodynamics produce approximately 274 kt true airspeed; the Cheyenne II at comparable altitudes typically cruises at approximately 220–240 kt (varying by altitude and conditions). The M600's certified operating altitude of approximately 30,000 feet versus the Cheyenne II's lower ceiling compounds the speed difference on longer missions. The Cheyenne's argument is twin redundancy and per-seat capacity — not speed, where the newer single is clearly faster.
Which is better, Piper Cheyenne or Piper M600?
It depends on your mission and budget. The Cheyenne cruises at 240 kts with 1,400 nm range. The M600 cruises at 274 kts with 1,484 nm range. Review the specs table above to find which fits your flying profile.
How do prices compare?
Piper Cheyenne: from $999,000. Piper M600: from $3,200,000. Prices vary by year, hours, avionics, and condition. Always get a pre-buy inspection.
What's the difference between Piper Cheyenne and Piper M600?
Seats: 8 vs 6. Cruise: 240 vs 274 kts. Range: 1400 vs 1484 nm.
Which is cheaper to operate per hour?
Cheyenne: about $650/hr variable cost. M600: about $750/hr variable cost. Variable cost includes fuel, reserves and overhaul accruals. Annual fixed costs (hangar, insurance, annual inspection) add to the total.
Which has more seats and useful load?
Cheyenne: 8 seats / 2,900 lb useful load. M600: 6 seats / 2,400 lb useful load. Useful load = max gross weight minus empty weight; it determines how much fuel plus payload you can carry.
How does maintenance compare — TBO and overhaul cost?
Cheyenne: 3,500-hour TBO, overhaul ~$300,000. M600: 3,500-hour TBO, overhaul ~$350,000. Reaching the time-between-overhaul (TBO) triggers a mandatory engine/airframe rebuild that affects resale value.
Disclaimer: All prices and cost estimates are from third-party sources for informational purposes only. Always obtain professional appraisal and inspection before purchase.
Prices updated daily · Data: FAA Registry, NTSB · About our data