1970, the then Cessna Chairman, Dwane Wallace, bet the future of the I would have had to maintain it, and I dont enjoy the thought of that. Its ironic because, of all the maintenance issues, repairs and glitches that weve had in 10 years of Cheyenne ownership, the engines are about the only bits that havent required unscheduled interventions. 0000151773 00000 n I believe they only built 44 of them. Studying the Pilot's manual disperse. More powerful and faster airliner development of PA-42-720 Cheyenne 3. And at 12,050 pounds MGTOW, it is approved for single-pilot operations without a type rating, although insurance companies require annual training. And archaic autopilots can represent in-flight hazards if they are not meticulously maintained and rigged. These are redlines at This is the only COMPLETE (RVSM,FULL PAID MSP) AVAILABLE! be a direct competitor to the staid Beechcraft King Air 200. Or both. Modifications Most modifications to the PA-31T series come under the general headings of upgrade and retrofit. Their advice is dont do anything yet. Below FL 180, the aircraft tends to become more stable, but the phugoid instability is still obvious, and with each oscillation it becomes worse. ground clearance of a meagre eight inches. In the summer, when the effective density altitude is higher, attempting to hand-fly at that altitude is simply impossible. Environmental systems, including the cabin blower, heater and air conditioning, fuel systems-including fuel line chafing, landing gear and horizontal stabilizer/elevator were the elements causing the most frequent reports. When you think about it, how can I justify taking the chance of just overhauling our own engines? 0000014139 00000 n Epsilon . straining to move forwards. As with all turboprops, minor variations-as little as ten to twenty-five RPM-in RPM from normal cruise settings can work wonders in sound level, sound quality and vibration. 91 or F.A.R 135. 0000007543 00000 n Who knows what the relative retained value of these airplanes will be 10 years from now? Aircraft: Piper PA-42-1000 Cheyenne 400LS. Within our first year of ownership, my wife and I traveled to Bermuda, multiple Caribbean locations, and a 1,400-nm nonstop from Aspen, Colorado to Leesburg, Virginia. But then they would lose part of the reason for owning the II. The majority of the flights were flown above most airliners in comfort, style and at a fuel cost less than economy class tickets for the same itinerary. Ours is one of only 44 total Cheyenne 400LS models built by Piper Aircraft between 1984 and 1992. little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the We have had a couple of engine problems, but discussions with our maintenance base, Des Moines Flying Center, have convinced us that all is well. It sprouted the now-typical wing tip fuel tanks, PT6A-28 engines flat rated to 620 SHP and a redesigned flight control system that included a stability augmentation system (SAS) that became an item of major controversy and a blot on the reputation of the entire series. The Cheyenne IIXL, manufactured from 1981 to 1984, is basically a Cheyenne II with a 2-foot stretch all of it forward of the main spar. 0000173169 00000 n The next month, the flood hit. In ground handling and during cross-wind operations it is especially troublesome, since it fights the desired control inputs. Deliveries began in early 1974 - a long time One reason for these problems may be that a pair of hurricanes smacked Piper's Vero Beach, Fla. plant in 2004 and destroyed or severely damaged 300,000 square feet of it. 0000022771 00000 n Powerplant | (2) 1,000-shp Honeywell TPE-331-14, Takeoff distance over 50-ft obstacle | 2,325 ft, Landing distance over 50-ft obstacle | 2,317 ft. Get extra lift from AOPA. All rights reserved. And the TBM? of limits parameters as well as taking vital signs every time you push the The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. With the post start checks complete, it was apparent the engines produce a The majority of the Cheyenne 400LS aircraft were fitted with nine seats, including a potty seat that can be completely enclosed by an accordion door neatly hidden in its furniture cabinet. Parts availability has had its good times and times that have been not so good, but I do not remember any time an aircraft was grounded more than a few days waiting for parts. In October of 2019, with four occupants, we traveled through Canada, Greenland, Iceland, Ireland, Italy and back to Leesburg. I remember reading a Richard Collins column years ago in which he described the number of yellow legal pads he used up while deciding on the Cessna P210 he ultimately bought and flew for 8,000 hours. Used Turbine Review: Cheyennes: The I, IA, II, AND IIXL The original system had some problems, but modifications over the years seem to have helped. Flew one of these from Seoul, South Korea to the US (via Eastern Russia). The cabin is so well insulated, this What are they going for these days? It can cruise at the same long-range speed over 1,842nmi (3,411km), 400nmi (740km) more; it can carry eight passengers farther than a King Air 200 while cruising 50kn (93km/h) faster. Vref pegs the 400LS value at $1 million for a 1984 model to $1.22M for a 1992 model. Pressure differential is 5.5 psi for all three versions. An STC has reportedly This helps to maintain the engines on an on-condition basis. Yet, in one the airplane was clearly out of weight and balance limits and in the other there is a suspicion that the airplane was improperly loaded. Piper continued to improve the Cheyenne by certifying different engines, lengthening the fuselage and adding a T-tail. 0000022418 00000 n [3] Variants[edit] Cheyenne III, model PA-42, equipped with Pratt & Whitney Canada PT6-41 engines Of the original 44 aircraft, just over 20 are believed to be flying in the United States today. On the other hand, we were totally unprepared for the $4,000 annunciator-panel repair, the frequent heater and air-conditioner repairs and the little valve that controls the bleed air pressure to the boots and gyros that goes for $6,500 and sits under the floor in the passenger compartment. The Cheyenne 400 is that rare exception to the compromises required in aircraft design. My wife tires a bit when I bring up the subject, but she knows that when Im staring out the window and she asks what Im thinking about, the answer is always the same: engines. developing a pure jet, Piper chose to leap ahead of Cessna by developing It uses 0000186693 00000 n In the normal category all aerobatic maneuvers including spins are prohibited. Other factors contributed to this, foremost among them a battle for control of the company that began in 1969 and that was not resolved until 1977 and the flood that devastated the Lock Haven plant. It is an aeroplane that dies everything well. With the optional tip tanks installed, the fuel capacity is increased to 390 U.S. gallons. 0000093845 00000 n PA-42 may also refer to, "Piper Cheyenne 400LS: Big Dog Turboprop Could Best A Citation I", "Piper Cheyenne 400LS Record Set by Chuck Yeager", "Quick Look: Piper Cheyenne 400LS, Rare hot rod performs more like a jet", "Chuck Yeager - Chasing the Demons for 72 Years", "Piper PA-42 Type Certificate data sheet No. The trick, as always, is to find the airplane that offers the most features for the money, fits typical mission requirements, and hits a prospective owners emotional hot buttons. The Piper Cheyenne 400LS, PA-42-1000, is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. The interior was upgraded and the instrument panel was redesigned, including a lower glare shield to improve visibility. Engine gauges are monitored for safety. The chevenne 400 Ls turboprop Air Craft top speed 350 knots with 4 blade perpller . The value of our Cheyenne is almost down to the run out price, so the next year is essentially free. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. One hundred seventy-seven flight hours from now, the engines on our 1980 Piper Cheyenne will reach TBO. That's becoming the bigger problem for some of these airframes, parts availability is scarce to non-existent. I wound up in a Conquest II, s/n 155 so there arent a lot of those either but there are a lot more than the Cheyenne. of propeller clearance. Belvoir Media Group, LLC. Ill never regret being responsible for her stewardship but I dont miss maintenance costs. Its frightening because these are uncertain times for all of us and were talking a lot of money here. 0000179961 00000 n All provide enough options to permit loading (or off-loading, as the case may be) to keep weight and balance within the limits. The cheapest B models seem to hover around $1.4 million. 0000093310 00000 n PIPER Cheyenne 400. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. Performance data for Merlin III series online is lacking. Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. Des Moines Flying Service does an excellent lob getting parts from any source possible. In 1975, he acknowledged many shortcomings and promised major improvements would take place in quality control and customer support. The -31T1 was in production from 1978 to 1984; 215 I and IAs were built. The most severe case was attributed to improper paint stripping. We are not well pleased with the parts availability. At 24,000 feet, such an alteration results in a speed increase from 229 to 275 knots. They made 620 shp, and therein lay a problem. PIPER 400LS. The computer also determines stall margin, commands stall warning signals and provides input to a simple, cockpit mounted angle of attack indicator dubbed the stall margin indicator. strengthened and lengthened, the props are huge paddle-blades with a To sweeten the deal, the Cheyenne I was some $100,000 less than the 620-shp model. Serial #: 42-5527036. the company would, completely out of character, do something either Copy & paste the "PA-42 Piper Cheyenne 400LS" folder into your Airplanes folder located by default as below: OS (C)/Program Files(x86)/Microsoft Games/Microsoft Flight Simulator X/SimObjects/Airplanes . The first production Cheyenne III flew for the first time on May 18, 1979, and FAA certification was granted in early 1980. Mike and Bill are known advisors, and they arent selling me anything, so I feel at home with their advice. Indeed, the 1980 Cheyenne, which was The Cheyenne IA was introduced in 1983. The 90 series King Airs and the Cessna 425 Conquest I are the only other similar airplanes in the PT6-powered category. The Piper Cheyenne 400LS, PA-42-1000 is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. That problem is the phugoid stability. 17 0 obj << /Linearized 1 /O 19 /H [ 1122 283 ] /L 38316 /E 23523 /N 5 /T 37858 >> endobj xref 17 36 0000000016 00000 n 0000001067 00000 n 0000001405 00000 n 0000001612 00000 n 0000001748 00000 n 0000002090 00000 n 0000002404 00000 n 0000006240 00000 n 0000006446 00000 n 0000007290 00000 n 0000007475 00000 n 0000007966 00000 n 0000008485 00000 n 0000008975 00000 n 0000009725 00000 n 0000010134 00000 n 0000017979 00000 n 0000018000 00000 n 0000018781 00000 n 0000018802 00000 n 0000019444 00000 n 0000019465 00000 n 0000020118 00000 n 0000020139 00000 n 0000020727 00000 n 0000020748 00000 n 0000021428 00000 n 0000021449 00000 n 0000022091 00000 n 0000022200 00000 n 0000022221 00000 n 0000022916 00000 n 0000022937 00000 n 0000023294 00000 n 0000001122 00000 n 0000001384 00000 n trailer << /Size 53 /Info 16 0 R /Root 18 0 R /Prev 37848 /ID[] >> startxref 0 %%EOF 18 0 obj << /Type /Catalog /Pages 15 0 R >> endobj 51 0 obj << /S 120 /Filter /FlateDecode /Length 52 0 R >> stream It was completed in November. You've disabled cookies in your web browser. One of the most annoying features of the Cheyenne was the Janitrol combustion heater which, although thermostatically controlled, was either on or off. The 400LS has 100-hour inspection intervals, engine midlife inspections are due at 1,500 hours and overhaulscome at 3,000 hours. This presents no problem, but I can see how an inexperienced pilot could find himself a trifle overwhelmed by either the extra speed or the oscillations. It can hold 3,819lb (1,732kg) of fuel plus two passengers with baggage, while each extra passenger costs 100nmi (190km) of range. The original version of the SAS addressed this problem, but the bugaboo of dynamic stability remained. The fuel system for the turbine powered PA-31T1 has a total capacity of 308 U.S. gallons. There are five basic Piper Cheyenne models. The eighth seat sits partly in front of the door and partly in the rear cabin baggage compartment. shows that this is clearly a problem. more and further and does it all for about half the cost of a comparable This forward movement of the airplanes empty-weight CG, along with a climb power limitation of 500-shp, allowed the IIXL to be certified without the stability augmentation system. Most can be laid to insufficient knowledge of systems, lack of proficiency, failure to use check lists and other human performance issues. The PIPER Cheyenne II, manufactured from 1974-1983, requires a 2 person crew and can transport up to 5 passengers. The PIPER Cheyenne II has a 3,705' balanced field length and 2,482' landing distance. The Emotional, Philosophical Journey to a Pilot Proficiency Check. Some owners report that the 400LS lacks the build quality compared to a King Air and its rarity can cause head scratches from mechanics who may never have seen one. There is no SAS or other device required on the I/IA or IIXL. Unfortunately, only about 45 were made, making it a rare hot rod indeed. Building a turboprop isnt as simple as hanging a pair of PT6s on a piston airframe, as Piper found out with the Cheyenne. Nothing much changed but the name, though many still think the Cheyenne and Cheyenne II are two different airplanes. A properly trained pilot will find it to be a very satisfactory airplane, except for the combustion heater problem. By the late 1970s, operators also turned to turboprops for even more efficient engines and better payload and range than most business jets, albeit a slower speed. The PA-42 Cheyenne III was announced in September 1977. As stated above, a normal phugoid will damp itself out eventually. I don't have experience of flying any but from what I do know, the LS400 will climb much higher and appears to be a more 'normal' and comfortable airplane to operate. For a pilot with no turbine experience, the I or IA would be the best choice because it is the least demanding to operate. 0000094191 00000 n But it was too late to start the Cheyenne from scratch. Even at that, parts are an issue for me. Maximum operating weight is 500 pounds higher than the Cheyenne II. Full flap speed is 148. Thats a recipe for a bad accident rate. The Cheyenne I, with 189 sales formed a solid niche but was no match for the IIs impressive sales record of 343 airplanes. The Cheyenne became the Cheyenne II. They could cost more than we expect, and there is no guarantee that any of that expense could be recouped. The last was when management decided the Cheyenne IV would be dubbed the 400LS but all other models would remain Cheyennes. The courses offered by outfits such as FlightSafety International and SimCom, which include extensive classroom and simulator time, are excellent for obtaining and maintaining Cheyenne proficiency. The Cheyenne II is a bit of a handful, and not one in which a low-time or untrained pilot moving up from piston engines should fool around without first-class training. 0000012901 00000 n The Cheyenne 400LS is powered by a pair of Honeywell/Allied Signal TPE331-14-801 . The Cheyenne could not compete with Cessna Conquest IIs top speed of 300 KTS, service ceiling of 35,000 feet and higher payload. The extra power had a destabilizing effect, and the lower weight led to aft-cg problems. When the IIXL was announced, Thomas Gillespie, then Pipers head of marketing, was asked if production of the II was going to end. More comfortable. The airplane has two imposing TPE331-14 engines, each capable of producing 1,600+ SHP de-rated to 1,000 HP at its five-bladed MT propellers. The confusion started when Piper introduced a lower powered, lower cost turboprop and called it the Cheyenne I (PA-31T1). Parts availability for older Cheyennes hasn't been a problem. bizjet. All share a common heritage: the basic PA-31 design originally introduced as the Navajo. Passenger comfort is good in our aircraft. My boss did the same: I wanted the King Air, but it was too costly then. We can fit our family and dog, or two couples, in it and go places in comfort and style. 0000082142 00000 n The cabin is fine for three or four passengers even on longer flights, especially with the club seating arrangement. of the manual under: 'Tips for operators'. There is Twin engine turboprop aircraft produced 1979-1993, "PA-42" redirects here. INSTALATION AFTER 10 UP. Piper's advertising blurb claims it is quieter than the The rules require that the pull be roughly proportional to the speed displacement; i.e., a 20-knot displacement from trim speed will require twice as much control pressure as a 10-knot deflection. This in turn causes a steep pull-up at the bottom of the oscillation, resulting in a steeper climb and lower speed at the top, which means a higher angle of attack, which means a sharper pull by the SASand so on. But there have been a host of updates and there are a long list of recommended care and maintenance procedures that are key elements of keeping your powerplants up there with the fleet average. At high angles of attack, the vane causes the spring to pull the controls forward, thus providing artificial static stability. what is isabel's brother's name in refugee, okeechobee county jail, drug test friendly jobs,
