Beechcraft Sierra C24R

Beech introduced the Sierra B24R in 1970 as the retractable variant of the Musketeer Super family. The Sierra used the same airframe as the Musketeer Super but added the Lycoming IO-360-A1B6 fuel-injected engine at 200 hp and electrically-driven hydraulic retractable landing gear. The model designations updated to C24R in 1977 with refinements. Production ran in parallel with the fixed-gear Sundowner C23 through 1983.

Beech ended Sierra production in 1983 along with the rest of the Beech 23/24 family due to product-liability costs. The line was not restarted. Total Sierra production was about 800 aircraft across the B24R and C24R designations. The fleet has remained popular with Beech enthusiasts who specifically want a retractable four-seat Beech at lower acquisition cost than a Bonanza.

The Sierra has been less popular than the Piper Arrow or Mooney M20E in the four-seat retractable used market due to slightly weaker performance. The airframe is heavier than a Mooney and the IO-360 200 hp engine has to work harder to deliver comparable cruise speed. Despite the relative performance disadvantage, the Sierra retains a devoted following based on Beech build quality and handling.

The Sierra C24R cruises at about 130 KTAS at 75% power, burning 10.5 gph of 100LL. At long-range cruise (65%), the airplane drops to about 120 KTAS on 9 gph. The Sierra is meaningfully slower than the Mooney M20E (about 25 knots slower on the same engine) and slightly slower than the Piper Arrow II at similar power. The heavier Beech airframe is the limiting factor.

Useful load on a Sierra is about 950 to 1,000 pounds. Full fuel (57 gallons usable) leaves about 600 to 650 pounds for people and bags. Four adults of typical weight plus light luggage fit within gross with careful loading. Range with reserves is about 600 nm at long-range cruise. The Sierra cabin is comfortable and the Beech build quality is real. The trade-off is performance.

The Lycoming IO-360-A1B6 is the engine on every Sierra C24R. Four-cylinder, horizontally opposed, fuel-injected, direct-drive piston rated at 200 hp at 2,700 RPM. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE. The IO-360-A series is the same engine used in the Mooney M20E and Cardinal RG, with excellent parts and shop support.

Field overhauls at Penn Yan, Gann Aviation, or other reputable Lycoming shops run $33,000 to $46,000 in 2026 prices. The IO-360-A1B6 is moderately more expensive to overhaul than carbureted O-360 variants due to fuel injection components.

Oil consumption on a healthy IO-360-A1B6 runs about 0.15 to 0.25 quarts per hour. The engine reaches TBO routinely when operated regularly. The constant-speed propeller requires overhaul concurrent with the engine at $2,500 to $4,000.

Plan on $170 to $235 per flight hour at 100 hours a year of utilization, all-in. The Sierra's operating cost is comparable to other four-seat retractables in the IO-360 200 hp class. Fuel and oil run about $58 to $74 per hour at 10.5 gph and $5.50 to $7 for 100LL. Engine overhaul reserve is $17 to $23 per hour. Prop overhaul reserve adds $1.25 to $2.00 per hour. Airframe maintenance reserve is $22 to $35 per hour.

Annual fixed costs (hangar, insurance, annual inspection) add another $50 to $90 per hour at 100 hours a year of utilization. Insurance is comparable to other four-seat retractables. First-time retract owners pay $3,000 to $5,500 a year typically.

Acquisition cost in mid-2026: B24R aircraft (1970-1976) trade $70,000 to $100,000. C24R aircraft (1977-1983) trade $80,000 to $135,000. Aircraft with documented gear-system rebuilds in recent years trade at premiums.

American Bonanza Society covers the Sierra. Annual dues run about $80. Type-specific knowledge available through ABS.