In Kellys words: None of these planes should be running around without this modification.). The original system had some problems, but modifications over the years seem to have helped. After completing the CAPTCHA below, you will immediately regain access to the site again. Belvoir Media Group, LLC. 0000000016 00000 n the only time this limit should be in danger of being exceeded is when the There were some cabin changes but that was about it. Wind quickly at rotation speed where a firm rearwards application of the column after the King Air was launched. Each inboard main cell has two submerged boost pumps to supply fuel to the engine. 1985 PIPER CHEYENNE 400LS. Two feet were added forward of the wing leading edge. The cabin is fine for three or four passengers even on longer flights, especially with the club seating arrangement. This means that, for example if an aircraft is trimmed to 100 knots, a positive pull on the yoke is needed to maintain, say, 90 knots. The T-tail towers over the package to balance out the huge props. It is an aeroplane that dies everything well. They made 620 shp, and therein lay a problem. Thank you very much for sharing your love of the 400LS. Design work began in 1965 (the PA-31P pressurized Navajo was in development at the same time). They can be awful tempting given the low purchase price, but they are priced that low for a reason. bizjet. Reproduction in whole or in part without permission is prohibited. Careless operation has the obvious consequences. Empty weight is 6837 lb (3101 kg) and maximum takeoff weight is 11,200 lb (5080 kg). Many of the systems are not as well designed and organized as in later airplanes and because of the affects of age (not to mention abuse and neglect). This model, designated the PA-31T-620, was manufactured from 1974 to 1977. The airplane is fast and dependable and has a somewhat undeserved bad reputation arising out of its short-coupled fuselage and somewhat poor stability. Great aircraft, fast, long range and goes high had several times after traffic was given as twin turboprop at FL 410 disbelieving B747 drivers. A bonus is the fact that it is a beautifully aggressive and unique airplane. The first Piper Cheyenne was flown in 1969 by essentially hanging two PT6 turbine engines on the Mojave. When I am not working, eating or sleeping, you can find me there. With trade-in for our cores and the appropriate certification, we could probably do the exchange for $270,000, less than the projected cost of overhauling our -11 engines. Some changes, such as a retrofit that reduces temperatures during engine start-named (surprise) the Cool Start Kit-and procedures such as regular compressor washes can have benefits beyond making it to recommended hot section inspection (HSI) and TBO (3,500 hours for all three models). This causes an unnaturally sharp pitchover and rapid speed buildup. It outperformed all turboprops and even Cessna Citations of the day with 351 KTS at 25,000 feet (or 290 KTS at 41,000 feet) on 60 gallons of Jet A/hour, and a range of 1,800-plus nm with IFR reserve. The greater the speed displacement, the heavier the pull. The potential danger is obvious. One hundred seventy-seven flight hours from now, the engines on our 1980 Piper Cheyenne will reach TBO. Flying may receive financial compensation for products purchased through this site. By early models, we mean the original Cheyenne (later renamed Cheyenne II), the Cheyenne IA, and the stretched Cheyenne IIXL. What are they going for these days? Dick Karl is a cancer surgeon who appreciates the beauty and science involved in both surgery and flying. and there are built in data recorders. Typical configuration for the I and II is four facing chairs in the main cabin with a side-facing seat/potty against the starboard fuselage. Today, my wife and I are the proud owners of N7222F, a 1987 PA42-1000. Best/worst Compared to the mainstay of the turboprop fleet, the King Air series, any of the Cheyenne series is a bargain. At high angles of attack, the vane causes the spring to pull the controls forward, thus providing artificial static stability. has contracted with Isaacman Associates. Magginetti mentions cabin heaters, torque indicating systems and the PA-31Ts SAS as systems that require higher than average attention. [3], Flat rated to ISA+37, the turboprops maintain their power to almost 20,000ft (6,100m). It carries more and further and does it all for about half the cost of a comparable bizjet. 10 Comments. In December, the plant was shut. Trim must be run to fully nose up during the final approach and then conscious effort made to put in sufficient, gradual up elevator (gradual to keep from ballooning) to touch down on the main gear. When the altitude-hold is engaged, the trim wheel is in constant motion holding the aircraft level. The aircraft is operated by private individuals, companies and executive charter operators. hb``e`R If you're stepping up from a Seneca, the 400LS is too far away, too dicey to handle (at least on the t/o-run), too expensive to operate and with parts difficult to locate (only 45 built - 2 known crashes). They arent. 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. It uses less runway, climbs and cruises faster than many pure jets. Perhaps this is because we came out of a 602P Aerostar with a multiplicity of problems and had experienced every in-flight emergency possible with it. You're a power user moving through this website with super-human speed. strengthened and lengthened, the props are huge paddle-blades with a They should be in maintenance costs, as well, so long as they are properly operated and maintained. There is no major pattern. To me theyre a lot. This reason they stop mfg chevenne 400Ls turboprop aor craft too. If that doesnt work, think about the single-engine turboprops. It is derived directly from the popular III series but utilizes powerful TPE331 engines with four blade propellers which produce faster airspeeds than its predecessors! Its a shame Piper stopped manufacturing the PA42-1000 in 1992 due to a continuing economic downturn, forcing most aircraft manufacturers into bankruptcy. Only 24 -31T3 commuters were built in the roughly two year life span of the design. As with the Cheyenne I, there is no stability augmentation system. 0000147953 00000 n [2], In the late 1970s, Piper avoided developing a clean-sheet light business jet to compete with the Cessna Citation I and upgraded its PT6As from 720 to 1,000hp (540 to 750kW) Honeywell TPE331-14s. [3], The 400LS made aviation history on 16 April 1985 by setting two new time-to-climb records for its class (C-1e Group 2, 3000m and 9,000m) and shattering two time-to-climb records for all turboprop classes (6,000m and 12,000m): with retired United States Air Force Brigadier General Chuck Yeager at the helm of N400PS (with co-pilot Renald "Dav" Davenport flying right-seat), the aircraft departed from Portland-Hillsboro Airport's Runway 31L, immediately reached a 5,959-foot-per-minute climbout and achieved its 3,000m record in 1 minute, 47.6 seconds; the 6,000m record in 3 minutes, 42.0 seconds; its 9,000m record at 6 minutes, 34.6 seconds; the 12,000m record at 11 minutes, 8.3 seconds (time-to-altitude records were captured by on-board video camera aimed at relevant panel gauges, timed with superimposed timer; also verified by Hillsboro Airport tower personnel via radar, using encoded altimeter data transmitted from aircraft to tower via transponder). Apparently, any 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. A fleet of this size does not provide the manufacturer and maintenance shops enough incentives to produce parts and specialized maintenance support. Many aircraft including the 400LS were put to the wayside never to be manufactured again. The power is reduced if leveling off below 25,000 feet to avoid over-speeding, as well as during descent and landing. AM With its powerful Garrett TPE 331-14-801 turboprop powerplants and capable systems, Piper's Cheyenne 400LS operates quite comfortably at altitudes as high as 41,000 feet while achieving impressive speeds These are redlines at It explains the jet-like climb rate of 3,200 feet per minute at max takeoff weight, a cruise speed of 350 knots, and a service ceiling of FL410. No surprises there. comes in. There are two major branches to the design family. to redesign the interior for greater actual. Browse a wide selection of new and used PIPER CHEYENNE Aircraft for sale near you at Controller.com, the leading aircraft marketplace. And the TBM? Pressurization was increased to 7.6psi (0.52bar) to elevate its ceiling from 35,000 to 41,000ft (10,700 to 12,500m) while maintaining a 10,000ft (3,000m) cabin. So the SAS allowed the airplane to meet the letter of the law, but that didnt produce an airplane with desirable handling qualities. ]m3IfeRCo~*k#'1LT=LzV_eWs4zSbXA? 0000261462 00000 n 0000052368 00000 n The Cheyenne has the capacity for 1-2 crew members and 6-9 passengers. In the meantime, look for a pair of low-time engines (either -11s, -28s or, improbably, -135As) that we might pick up at a great price. The Cheyenne I is powered by two Pratt & Whitney PT6A-11 turboprop engines, each rated at 500 horsepower and with a maximum propeller speed of 2200 RPM. But take a high-performance turboprop twin at a bargain-basement price, add a macho pilot with limited experience and training, then toss in an engine failure, IFR weather, or any kind of distraction. At 24,000 feet, such an alteration results in a speed increase from 229 to 275 knots. The other three Cheyenne models, the III, IIIA, and 400LS, dont really fit into the entry-level category. boring aircraft. Most can be laid to insufficient knowledge of systems, lack of proficiency, failure to use check lists and other human performance issues. 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. The Piper 400LS has everything I am looking for. Rotol propellers (whose diameter is the same as the chassis length of a 0000158131 00000 n of the Cheyenne series, and Piper. The only barricade between me and accomplishment of such grown-up activities is the fact that I love our Cheyenne. Pressure differential is 5.5 psi for all three versions. 0000068334 00000 n 2023 Aircraft Owners and Pilots Association, Max Operating Speed see POH for speeds above listed altitudes. At any speed less than 130 knots, the aircraft starts to oscillate. Cheyenne 400LS' high-stepping ways. None of these occurrences was surprising. However, like the archetypal nerd in an action movie, 0000051810 00000 n There is no SAS or other device required on the I/IA or IIXL. endstream endobj 182 0 obj <>/Metadata 4 0 R/Pages 3 0 R/StructTreeRoot 6 0 R/Type/Catalog/ViewerPreferences<>>> endobj 183 0 obj >/PageWidthList<0 612.0>>>>>>/Resources<>/ExtGState<>/Font<>/ProcSet[/PDF/Text/ImageC/ImageI]/XObject<>>>/Rotate 0/StructParents 0/TrimBox[0.0 0.0 612.0 792.0]/Type/Page>> endobj 184 0 obj <> endobj 185 0 obj <> endobj 186 0 obj <> endobj 187 0 obj [/Indexed/DeviceCMYK 16 198 0 R] endobj 188 0 obj <>stream The TBM is smaller than the Cheyenne and has no potty, but you get there so quickly, Im sure I can hold on long enough. 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. I flew the 400LS for a spell. 0000005155 00000 n Both the II and IIXL can carry eight. They are a little older and definitely cheaper. Viewed from the front, the 400LS has perhaps the most exemplary impression of raw power of any airplane. No one seems to be able to explain the reason. Electrical wiring, especially connectors and even some fuses, were a nightmare to troubleshoot because each one was a bit different and many junctions were in hard to reach parts of the airframe. 1985 Piper Cheyenne 400LS airplane for sale located in San Jose, California. business class section of a Boeing 727. 0000013910 00000 n It is an aeroplane that does everything well. 0000107367 00000 n Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172M and Beechcraft Baron D55. Learn how your comment data is processed. The Cheyenne is no slouch in the cruise department, either. Hb```f``Ib`e``bg@ ~6 x,2{q/l&EG%4-6_2FbTo`m7?$ L^'@dXD&'imi^;P w&8,% > endobj 20 0 obj << /ProcSet [ /PDF /Text ] /Font << /F2 45 0 R /F3 25 0 R /F4 22 0 R /F6 29 0 R >> /ExtGState << /GS1 50 0 R >> >> endobj 21 0 obj << /Type /FontDescriptor /Ascent 723 /CapHeight 713 /Descent -262 /Flags 70 /FontBBox [ -202 -288 1146 962 ] /FontName /HDBFEK+JansonText-Italic /ItalicAngle -15 /StemV 77 /XHeight 448 /CharSet (/l/u/m/C/w/o/d/c/comma/y/p/a/e/four/S/hyphen/g/f/n/A/period/r/space/h/qu\ oteright/s/i/L/t/zero) /FontFile3 23 0 R >> endobj 22 0 obj << /Type /Font /Subtype /Type1 /FirstChar 1 /LastChar 30 /Widths [ 259 685 315 667 389 389 296 444 259 407 519 519 463 278 296 259 463 500 370 407 315 463 778 667 519 519 611 556 259 259 ] /Encoding 26 0 R /BaseFont /HDBFEK+JansonText-Italic /FontDescriptor 21 0 R /ToUnicode 27 0 R >> endobj 23 0 obj << /Filter /FlateDecode /Length 3744 /Subtype /Type1C >> stream The reason for this And I have invested a small fortune and an inconvenient amount of time to the replacement of all manner of gyros. Physical dimensions are the same as the PA-31T except that the basic airplane wingspan is two feet shorter (40 feet, 8 inches versus 42 feet, 8 inches) because in standard form it does not have tip tanks (although most purchasers opted for them). In ground handling and during cross-wind operations it is especially troublesome, since it fights the desired control inputs. Structurally, they have weathered well over the years. Twin engine turboprop aircraft produced 1979-1993, "PA-42" redirects here. The record shows that, when it comes to safely stepping up to turboprops, there is simply no substitute for a regimen of structured recurrent training. Some people think the Cheyenne I is a better airplane because it has no SAS system. A true performer (Single Pilot) that resembles Jet Performace for half of the fuel burn and operational cost. 0000092936 00000 n One famous such move was to call in Ed 0000014026 00000 n An angle of attack sensor on the right side of the nose measures and transmits angle of attack to a simple computer which commands a servo to vary downspring tension. Who are you using for service, and are you having trouble getting parts? Piper is a strange company. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. Theres no question that the Meridian is a lot smaller than our Cheyenne. Later models were offered with an optional cargo door to make it easier to load the after compartment. On this particular aircraft, the most stable ILS approaches are flown at 140 knots, in order to keep the phugoid from becoming a problem. Of the original 44 aircraft, just over 20 are believed to be flying in the United States today. This was one of several attempts to overcome the poor image of Piper engineering and manufacture. The I was developed to be the lowest cost turboprop in the market. First flight of this proof-of-concept airplane occurred in the spring of 1967. I hope Im going to be as wise. trailer For a large number of buyers, the early models of Pipers Cheyenne series fulfill these requirements. There is a lot to the proper care of the rest of the airplane, too. apart from improving ground clearance, will increase the maximum speed 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. You can even see the horizontal stabilizer. The right and left furl systems are independent of each other and are connected only when a crossfeed system is activated. the PA-42 - essentially a turboprop-powered Navajo. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to 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. 1. What about a jet-prop? An STC has reportedly 0000022484 00000 n TVw "O a ra.Jl8;yq6%b\u6LKfT-2x2;mpxWN*mBthB^sRqqG5UPhN'f+2Y0V"!1? The original version of the SAS addressed this problem, but the bugaboo of dynamic stability remained. The 400LS provides its owner with jet-like climb and cruise performance, along with turboprop efficiency and the ability to use numerous smaller airports that the jets cant. 0000013855 00000 n Are these big-engine Cheyennes as fast as they say? 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. batteries are not fully charged or the aircraft is pointing downwind. In our case, we took this seat out, wrapped it up in plastic, and left it in the hangar during the entire period we owned the plane. 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. Even if misuse or abuse of a system or poor procedures dont lead to an incident or accident, improper operation can easily lead to unserviceability and increased maintenance cost. %PDF-1.2 % Sure, you burn 17 gallons more per hour, but you get there before you have time to worry about fuel reserves. This is not a gradual loss, but a sudden and irregular one. 0000012730 00000 n little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the 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. But the Cheyennes character with the original SAS led to a wildly divergent oscillation, in the words of a former Piper test pilot. As stated above, a normal phugoid will damp itself out eventually. Who knows what the relative retained value of these airplanes will be 10 years from now? Production was halted after just one year of production. 0000010782 00000 n Comfort Pilot and passenger comfort improved as the series was developed. Requirement is for 1600nm IFR range with 2 pilots and 1100lbs of payload. The continual struggles to remain afloat at Piper can be attributed to I find an airplane I like, switch to flightaware.com and check out the ground speeds on several trips. Their advice is dont do anything yet. Cabin seating is commonly arranged in a four-seat club with three additional seats available. Many products featured on this site were editorially chosen. Ive never flown one and am not sure how I feel about taking a Malibu and bolting a PT6 on the front of an airframe designed for a 350 horsepower piston. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to 0000068591 00000 n Another and even more dramatic Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. Although the undercarriage legs have been They are kidding themselves, since the reason theres no SAS is because the PT6A-11 engines are substantially downrated, and produce much less power. We can fit our family and dog, or two couples, in it and go places in comfort and style. Could we ever get our investment back at time of sale? We looked the records for a representative five-year period, during which a total of 187 service difficulty reports (SDRs) were submitted on the PA-31T series, including the PA-31T3/T-1040. 0000069142 00000 n INSTALATION AFTER 10 UP. He writes that his facility currently supports about 20 Cheyennes along with a number of other turboprops. less runway, climbs and cruises faster than many pure jets. This equates to six adults and 250 pounds of luggage. Frequently it would fail to light up during climbout or at cruising altitudes. What is the max speed with the larger engines and range. Up front, most remaining 400LS models have been updated with some level of glass avionics. Pratt & Whitney of Canada PT6 engines power all but the 400LS, which uses Garrett (now Allied Signal Engines) TPE-331s. Its power-to-weight ratio of 6 lbs/hp allows for a climb rate of 3,200 feet per minute and a cruise speed of 350 knots. 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 IA, a slightly modified version of the Cheyenne I, came along in 1984. In Sum By the time the program ended, the Piper Cheyenne series offered good all-around performance, good use of interior space and competitive systems. Loading All three models have large capacity nose baggage compartments (a maximum of 20 cubic feet with a 300 pound load limit, depending upon the model and the type of avionics installed) and another bay in the aft fuselage. At 13% Ng, the engines light My first instinct was to check the autopilot wasn't on. 0000096310 00000 n The lack of suitable piston engines, however, was a major factor in the failure of Pipers own Fat Albert, the Pocono. If you train for and respect the airplanes high performance, understand the IIs loading limitations, and look beyond the stability augmentation system brouhaha, the Cheyenne will reward you with pleasant handling, great capability, and classy ramp presence. 2023 Aircraft Owners and Pilots Association, JackRabbit Micro e-bike makes getting around easy, Vintage Electric rolls out most powerful electric bikes yet. Initial rate of climb was about 6,000 feet per minute at the light weight used for the record flight. Late in 1966 a Navajo was ferried to Edward J. Swearingens facility for installation of a pair of PT6A-6A engines. The aircraft Login Dealer Login Register . There is So we now face the dilemma confronting many fellow airplane owners, whether they be the proud possessor of a Cessna 172 or a Falcon 50: what to do with a great airplane of a certain age that is bumping up against another mandated and expensive intervention. As to the latter, the bluebook says $120,000 to $160,000 per side, and thats a lot, but Ive heard horror stories some apocryphal suggesting that once the engine is opened, it is not uncommon to hear that the price has escalated. This vane on the earlier models tended to freeze up and sound a warning, which caused some pilots to try to disable the system. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. Piper management was slow to accept the turboprop engine; some members of the Piper family were said to be set against it. As the power is increased, the nose wheel oleo 0000004648 00000 n However, as speed built up, so lateral stability improved and we were very However, the whole family lived up to the Piper reputation of offering a lot of airplane for the money. g,!NA4 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. But they limit the number of 45 air craft too. Its power-to-weight ratio of 6 lbs/hp allows for a climb rate of 3,200 feet per minute and a cruise speed of 350 knots. The fuselage is limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits.[3]. The numbers The PA-31T was produced from 1974 to 1983. Handling While the basic nature of inertia and mass can make a Cheyenne a lumbering handful for pilots used to lighter airplanes, within their category they are responsive and nimble. But good looks, affordability, and ease of maintenance are just as important. The Cheyenne 400 is that rare exception to the compromises required in 0000012416 00000 n Talk about paying for the Piper. Mike and Bill are known advisors, and they arent selling me anything, so I feel at home with their advice. All share a common heritage: the basic PA-31 design originally introduced as the Navajo. [3] It can climb directly to FL 410 at its 12,050lb (5,470kg) MTOW and typical single-pilot BOWs are 7,8507,900lb (3,5603,580kg). There have been more than enough lectures about the need to be very serious about all aspects of caring for and operating this type of airplane. 0000042546 00000 n AGREE! The toughest aspect of maneuvering in the traffic pattern in pre-1980 Cheyennes is the restricted visibility. It true??? outrageous or brilliant or both.
Famous Motherwell Fans,
Does Popeyes Fry Their Chicken And Shrimp Together,
Molly Qerim Pregnancy,
Articles P