The Cheyenne 400 is that rare exception to the compromises required in aircraft design. off and attention must then be shifted to the EGTs. Maximum area is 22 cubic feet; load limit is 200 pounds (interior furnishings can reduce both). 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 $6,500 and sits under the floor in the passenger compartment. A properly trained pilot will find it to be a very satisfactory airplane, except for the combustion heater problem. A fleet of this size does not provide the manufacturer and maintenance shops enough incentives to produce parts and specialized maintenance support. The last was when management decided the Cheyenne IV would be dubbed the 400LS but all other models would remain Cheyennes. So I wrestle daily with these calculations and estimations. bizjet. Design work on the Cheyenne began in 1965 as a turboprop-powered version of Pipers Pressurized Navajo. The Cheyenne I is powered by two Pratt & Whitney PT6A-11 turboprop engines, each rated at 500 horsepower and with a maximum propeller speed of 2200 RPM. Piper is a strange company. 0000008972 00000 n There is no major pattern. Des Moines Flying Service does an excellent lob getting parts from any source possible. Performance data for Merlin III series online is lacking. &-rV9|=O`3A#%aYIo\*&q"b{TE=V>?A^gfXmLHYcEVO>kLRQD/RUGFjHvVIEs`/> Oz:e=*Pa:VxJ$:HdkDG-f qk/Wu`+p&}y>aV[j[}5jv[l_Pc`%)3>_o0ymCUkMu"'e:^s,c \JgJ30 z. Piper used panel mounted King Silver Crown avionics in the I, a departure from tradition to achieve the price objective. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. I would have had to maintain it, and I dont enjoy the thought of that. The confusion started when Piper introduced a lower powered, lower cost turboprop and called it the Cheyenne I (PA-31T1). They arent. Of course, wed have only 1,500 hours to go before the same questions came up again. 1985 Piper Cheyenne 400LS airplane for sale located in San Jose, California. 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. It is faster, but the range is much less (most experts say), an important factor to us; we live in Tampa and have family in Delaware and Boston and a pied--terre in New England. The original Cheyenne is designated PA-31T. As you were browsing something about your browser made us think you were a bot. Who knows what the relative retained value of these airplanes will be 10 years from now? 0000179961 00000 n quickly at rotation speed where a firm rearwards application of the column 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. They can significantly reduce the cost of a hot section inspection or overhaul by reducing the effects of wear and tear on very expensive engine components. 0000007543 00000 n The cabin is fine for three or four passengers even on longer flights, especially with the club seating arrangement. Some Meridians go for as little as $900,000, and they are 20 years newer than the 1980s models of Cheyennes out there. Then, in 1984, the Cheyenne 400LS was born the queen of the Piper Aircraft fleet. Tip tanks became standard. AGREE! Many aircraft including the 400LS were put to the wayside never to be manufactured again. The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. This is an invitation to disaster, because it can easily put weight too far aft. claim might be true. disperse. I think about how lucky we were that the Cheyenne was under contract by the time we made an offer. Apparently, any The Piper PA-42 Cheyenne is a turboprop aircraft built by Piper Aircraft. Some pilots referred to the narrow windshield of the Cheyenne and P Navajo as a tank slit. You can even see the horizontal stabilizer. But good looks, affordability, and ease of maintenance are just as important. 0000009642 00000 n The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. It is derived directly from the Cheyenne III series, but utilizes the far more powerful TPE331 engines with four-blade propellers which produce significantly faster airspeeds than its predecessors. 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. Design work began in 1965 (the PA-31P pressurized Navajo was in development at the same time). 0000013013 00000 n Some 178 of these Cheyennes were built, and they were very popular in their day. That engine runs a little hotter than before the hot section and burns a little more jet-A, but now it matches the left engine more closely. Serial #: 42-5527036. is to then power up to 30 percent torque against the brakes. Search more Piper airplanes on Hangar67. In 1981, auto-ignition was first offered as an option. Thats a recipe for a bad accident rate. They could cost more than we expect, and there is no guarantee that any of that expense could be recouped. One of the most annoying characteristics of the Cheyenne is caused by the aileron/rudder interconnect. A number of pilots have commented on the pitch sensitivity of the original Cheyenne during maximum power climb, with cg toward the aft limit and in approach mode. As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. There are five basic Piper Cheyenne models. [3], Due to its top speed over 400 mph, it was renamed the Cheyenne 400LS when Lear Siegler owned Piper, then the Cheyenne 400. With the I or IA, one gets relative simplicity and ease of operation. 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). Although the undercarriage legs have been It tends to be tail-heavy. Piper was never noted for sophisticated engineering. mwP:5L6r+,I-$X2ijbj)Q]B3ZFTV_ e V'&xT$,lFR/oFN`rX\Kil! W7 }/T]ip'Dl~ A bonus is the fact that it is a beautifully aggressive and unique airplane. AN TOP SPEED IS ;360 KNOTS TOO. Cheyennes used PT6A-28 versions of the turbine engine. The -31T1 was in production from 1978 to 1984; 215 I and IAs were built. Gear extension speed is 153 KIAS (but Vlo-retract is 139). Of course, you need bigger props too. H|T{PTWesWwFM}j( * ground clearance of a meagre eight inches. The I is approved for a maximum of seven seats. The continual struggles to remain afloat at Piper can be attributed to aberration must have given rise to the big Cheyennes. Deliveries began in early 1974 - a long time Theres no question that the Meridian is a lot smaller than our Cheyenne. Maintenance Steve Magginetti is service coordinator for Corporate Air Technology of San Jose, Cal. Feature, October 2020 Issue 10 Comments. Ultimately, the superior pressurization system in the 400LS (under 10,000 feet at flight level 410) was paramount in the decision-making process to safely conduct international and oceanic flights above most weather and busy traffic altitudes, along with 50 KTS faster speed available on demand. Corrosion of the airframe has been rare, thanks to Piper's use of extensive anti-corrosion treatments and epoxy primers. My usual response is to change the subject and make her a martini. Theres a loophole in the regulations, in that there is no requirement for long-period dynamic longitudinal stability, only one for static stability. 0000006052 00000 n Wing-tip fuel tanks were standard with this airplane, and so were redesigned engine air intakes and elongated exhaust stacks. I test flew two Cheyenne 400LSs and loved them. aircraft design. The imposing view is not just eye candy, eitherthis airplane has the performance to back it up. But they limit the number of 45 air craft too. The 106in (2.7m) Dowty Rotol propellers had four round-tip composite blades and 8in (20cm) of ground clearance. With the post start checks complete, it was apparent the engines produce a 1 answers and 1796 views Feb 23 2020. INSTALATION AFTER 10 UP. The Cheyenne 400LS is a very stable IFR platform with the control inputs on the firm side. The numbers The PA-31T was produced from 1974 to 1983. The Cheyenne 400LS is usually configured to seat a pilot and seven passengers with an additional passenger occupying the right seat on the flight deck, if desired. It successfully smashed all the records in its class and set overall records to 6,000 and 12,000 meters. This trait can be traced to the Cheyennes roots in the Navajo airframe. ADCAAAv3X23,ft0>!A ,/dtD'0` lC$hPgso25M```-'AAy6cl 33f\5Q[7nlSzRNL`@%#K .2, Y7o Weve done the interior its still beautiful and painted the airplane in colors we like. This is because there are more systems, including the SAS. Pressure differential is 5.5 psi for all three versions. 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. [3], The aircraft's top speed is 351kn (650km/h; 404mph) and was faster than the Citation I on most trips while burning one-third less fuel. Ive also had correspondence with Ed Black of Blackhawk. The PA-42 Cheyenne is a larger development of the earlier PA-31T Cheyennes I and II (which are, in turn, turboprop developments of the PA-31 Navajo). They made 620 shp, and therein lay a problem. We have a former MU2 owner on this forum. Its a shame Piper stopped manufacturing the PA42-1000 in 1992 due to a continuing economic downturn, forcing most aircraft manufacturers into bankruptcy. to redesign the interior for greater actual. And while the first production airplane was completed a year later, the first customer delivery was not made until 1974. -n!Zf`Wb | 9jL+_.6b|*3CY>D{}cLtGc"N%%y,IgR?/Mp6e>oBN)RLsSp#fS-4[4TkH-%K]u*[44Y#n There is a lot to it. The 90 series King Airs and the Cessna 425 Conquest I are the only other similar airplanes in the PT6-powered category. Two engines being a must, I quickly honed in on two aircraft, both with the more efficient Garrett engines: the Cessna Conquest II with TPE331-10s, and the Cheyenne 400LS with TPE331-14s. The average Janitrol event costs about $2,000, which includes a deep-cycle charging of the ni-cad batteries. The resulting aircraft included the Cheyenne I (500 SHP engine to eliminate the troublesome stick shaker), Cheyenne II (620 SHP PT6s and a stick shaker), Cheyenne IIXL (750 SHP PT6s de-rated to 620 SHP and 18-inch longer fuselage), and Cheyenne III and IIIA (720 SHP PT6A-41s and -61s, nine seats and a T-tail). There is enough to manage in a Cheyenne even in good weather that it definitely is in the category of a check list airplane. I just saw a perfectly flyable Beechjet get parted out because the cost of the upcoming service interval essentially totaled the aircraft. FSX PA-42 Piper Cheyenne 400LS The PA-42-1000 Piper Cheyenne 400LS is a high performance pressurised turboprop corporate aircraft seating up to nine passengers & is powered by two 1000shp AiResearch (Garrett) TPE-331-14A engines normally driving four-bladed Dowty rotol propellers, this model features improved performance five blade constant speed composite MT-propellers increasing max speed to . Login Dealer Login Register . Owner is Motivated and will entertain offers. 0000094577 00000 n It carries Frequently it would fail to light up during climbout or at cruising altitudes. Sure, you burn 17 gallons more per hour, but you get there before you have time to worry about fuel reserves. Great aircraft, fast, long range and goes high had several times after traffic was given as twin turboprop at FL 410 disbelieving B747 drivers.
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