I do know that when Piper modified the Malibu to make the Meridian, there were substantial changes. How about a Cheyenne I that has those big engines? Chevenne 400 Ls with 5 blade perpillers has 1000 h.p engines too. The Piper 400LS has everything I am looking for. The Cheyenne I was certified in March, 1978. The T-tail towers over the package to balance out the huge props. I just saw a perfectly flyable Beechjet get parted out because the cost of the upcoming service interval essentially totaled the aircraft. The Cheyenne 400LS is the largest and most powerful of Piper's turboprop twins, derived from the PA-31 Navajo. This information comes to you, they say, once your engine is in pieces on the shop floor. Engine limiters take care of torque and temperatures with minor pilot input, if any. This same engine takes seven seconds to go from idle to full power. general aviation may be immeasurably poorer. 0000008359 00000 n Theres no question that the Meridian is a lot smaller than our Cheyenne. On the other hand, one engine burns less gas, has only one prop, etc. 0000096310 00000 n Designed to provide a lot of performance for a comparably low price, the much-maligned Cheyenne still is a relative bargain for the kerosene crowd. The company painted a Cheyenne demonstrator in a blueprint format to point out all the technical advantages Piper marketing people perceived for the design. It is powered by PT6A-135s rated at the same 620 SHP as the Cheyenne II but features a stretched fuselage. 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. Full power is set for takeoff and can be maintained all the way up to altitude and cruise. Maximum operating weight is 500 pounds higher than the Cheyenne II. 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. In 1975, he acknowledged many shortcomings and promised major improvements would take place in quality control and customer support. 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. Some Meridians go for as little as $900,000, and they are 20 years newer than the 1980s models of Cheyennes out there. Mike and Bill are known advisors, and they arent selling me anything, so I feel at home with their advice. Who knows what the relative retained value of these airplanes will be 10 years from now? But they limit the number of 45 air craft too. Oh, my, would I love one. Guess what? I find an airplane I like, switch to flightaware.com and check out the ground speeds on several trips. A third-party browser plugin, such as Ghostery or NoScript, is preventing JavaScript from running. This milestone has precipitated all sorts of careful calculations in my house. One hundred seventy-seven flight hours from now, the engines on our 1980 Piper Cheyenne will reach TBO. Click here to view the Piper PA-31T Cheyenne features guide. Nothing much changed but the name, though many still think the Cheyenne and Cheyenne II are two different airplanes. power setting above this will start sliding the tyres. 0000094113 00000 n 0000012785 00000 n Maintenance Steve Magginetti is service coordinator for Corporate Air Technology of San Jose, Cal. The Honeywell (Garrett) TPE331-14 engine and its fuel control unit are controlled by a computer for ease of operations. If a person wanted to do that in a Cheyenne II, he could simply self-limit the -28 engines to the 500-HP output of the -11. blowing straight down the large tailpipe makes it harder for the heat to 0000011922 00000 n There have been more than enough lectures about the need to be very serious about all aspects of caring for and operating this type of airplane. These are redlines at 0000107367 00000 n The PA-42 Cheyenne III was announced in September 1977. 1C::_DbFgQPF:y$mtC1EwBR}Ui`*DQh&KSPm{hnh'ZSO,4E=Tg:v(Npx.:I'=. A week or so after flying this I flew a Kingair200 thought on initial T/O that there was something wrong as acceleration was so slow compared to the 400LS. Sure, you burn 17 gallons more per hour, but you get there before you have time to worry about fuel reserves. Building a turboprop isnt as simple as hanging a pair of PT6s on a piston airframe, as Piper found out with the Cheyenne. The fuel system for the turbine powered PA-31T1 has a total capacity of 308 U.S. gallons. With the Cheyenne, on the other hand, we have had no downtime for maintenance whatsoever, except for the regular scheduled inspections. It tends to be tail-heavy. Could we ever get our investment back at time of sale? Even if your insurance company were willing to let you get away without top notch training, you should get it. Maximum climb power was reduced and recommended climb speeds raised to keep the airplane further from the SAS operating speed range (nominally, 121 KIAS and slower). 820 degrees C and it is necessary to have fingers poised over the fuel 1 answers and 1796 views Feb 23 2020. A true performer (Single Pilot) that resembles Jet Performace for half of the fuel burn and operational cost. N7222F boasts RVSM approval, ADSB-In and Out, Garmin Active Traffic, weather radar, two G600s and two GTN750s completely integrated with the original jet-level Collins APS 65 Autopilot, bringing its automation to 21st century standards. In October of 2019, with four occupants, we traveled through Canada, Greenland, Iceland, Ireland, Italy and back to Leesburg. 0000014139 00000 n Here is one more: if you dont have the time and money to spend on learning what is required and then doing it, stick to your local rent-a-wreck for your aviating needs. As a result, the aircraft can travel more than 2,000 nm in a long-range cruise. For ninety-five percent of the time the How do I know well get any of this money back, she asks. This causes an unnaturally sharp pitchover and rapid speed buildup. In the case of the Meridian and the TBM, the airplanes are still in production, an important consideration when it comes to parts. trailer The PA-42-1000 Cheyenne 400LS seats up to 10 passengers plus 1 pilot. The Piper Cheyenne 400LS, PA-42-1000, is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. Required fields are marked *. 0000012901 00000 n Swearingen to develop the Twin Comanche. Wing-tip fuel tanks were standard with this airplane, and so were redesigned engine air intakes and elongated exhaust stacks. The longitudinal stability characteristics and the SAS were fully covered in the November 1, 1981 issue of The Aviation Consumer. Who are you using for service, and are you having trouble getting parts? xref The Piper Cheyenne 400LS is uniquely positioned to adapt to our various missions in payload, distance and speed. But then they would lose part of the reason for owning the II. The problem is this: At the top of a phugoid cycle, the angle of attack is high, and the SAS pulls forward on the yoke. Most of the other accidents can be related to pilot action or inaction (the largest single category is landing gear up with no mechanical malfunction). N3Rp '{A. rw:sr]m]6Afu {tih8d0yc13gix,H/SH\&5`X)#oGt|G&o4HqxZdA'{r nQfo4[gt)S0p1&_vyv|Wy\WZ7m e,Yp,;Fc_Mf]F>o|nGivVc'/5oW#TRx=* At 13% Ng, the engines light But, what exactly was wrong with the original airplane? Please contact Mike Shafer (315) 415-0401. 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. 0000158131 00000 n Find N47ZG 1986 PIPER CHEYENNE 400LS on Aircraft.com. 0000000016 00000 n 0000052341 00000 n 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. Thats about 13 months away, given our average yearly flying. Earlier versions of the original Cheyenne have some marginal systems and marginal arrangements of the myriad bits and pieces combined with human factors oversights such as poor and poorly located systems controls and inadequate cockpit lighting. The 106in (2.7m) Dowty Rotol propellers had four round-tip composite blades and 8in (20cm) of ground clearance. The cabin is fine for three or four passengers even on longer flights, especially with the club seating arrangement. 0000006052 00000 n This seems like a time for study, contemplation, analysis and thoughtful decision-making. 0000011808 00000 n My usual response is to change the subject and make her a martini. The bobweight was made available as a retrofit to earlier PA-31Ts (The modification, called the Dynamic Stability Improvement Kit is covered by Service Letter 977. Piper used panel mounted King Silver Crown avionics in the I, a departure from tradition to achieve the price objective. This airplane is certified in the normal category. No surprises there. The dominating features are the pair of broad Dowty In the worst accident in terms of loss of life, seven people were killed when an ATP took off in a IIXL and tried to scud run but hit the side of a mountain. Dick Karl is a cancer surgeon who appreciates the beauty and science involved in both surgery and flying. The I is approved for a maximum of seven seats. Three old outdated airframes that are very expensive to operate and maintain. [3], Flat rated to ISA+37, the turboprops maintain their power to almost 20,000ft (6,100m). 0000014061 00000 n Owner Comments My company has flown a 1983 Cheyenne I for two years now and we have over 900 hours on it. 0000002793 00000 n Uploaded: 2022-07-05. Most of us know the addictive qualities of aso.com, controller.com and Trade-A-Plane. Major design revisions were made, and in October 1969 the prototype PA-31T-essentially a PA-31P with turboshaft engines-flew. Owner is Motivated and will entertain offers. What about putting Cheyenne II engines (PT6-28s) on our Cheyenne I? Many products featured on this site were editorially chosen. Search more Piper airplanes on Hangar67. [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. It is powered by PT6A-11 engines rated at 500 SHP. This listing was posted on Jul 15, 2019. This is because there are more systems, including the SAS. thanks again. With the I or IA, one gets relative simplicity and ease of operation. Flew one of these from Seoul, South Korea to the US (via Eastern Russia). Piper's advertising blurb claims it is quieter than the Studying the Pilot's manual The cabin is so well insulated, this There are five basic Piper Cheyenne models. I hope Im going to be as wise. 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. One additional factor I believe to be absolutely necessary is that pilots flying the Cheyenne should attend the Flight Safety school on the Cheyenne on a recurrent basis. The starter-generators are 1,000-hour scheduled maintenance events. In acknowledgement of the original faults (too powerful engines making the aircraft less stable longitudinally- dont worry Piper had a stability augmentation system fix for this but its important to be aware of in a high angle of attack situation, such as during takeoff or go-around), the I was given less powerful, 500-shp PT6A-11 engines, and the aft CG limit was brought 2 inches forward. In 1978, Piper came out with another version of the Cheyenne, the Cheyenne I. 0000042546 00000 n The previous owner of N7222F (C-FGKS) flew the aircraft from Edmonton, Canada, to Northern Virginia to show us its beauty. My boss did the same: I wanted the King Air, but it was too costly then. 0000009642 00000 n %%EOF It has aerodynamically improved nacelles that increase performance at altitude. On the whole, we are pleased with it. 0000043582 00000 n Some 178 of these Cheyennes were built, and they were very popular in their day. executive turbine fraternity. 0000068334 00000 n If the altitude-hold isnt turned on or isnt functioning, we simply dont fly above 230. There is not a lot of competition to consider in this category. Its a shame Piper stopped manufacturing the PA42-1000 in 1992 due to a continuing economic downturn, forcing most aircraft manufacturers into bankruptcy. Structurally, they have weathered well over the years. The Navajo is arguably one of the best cabin-class twins, but its airframe was designed for 300-HP piston engines, not turbines that are both far more powerful and much lighter. This is an invitation to disaster, because it can easily put weight too far aft. Empty weight is 6837 lb (3101 kg) and maximum takeoff weight is 11,200 lb (5080 kg). 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 Mu2 fits the bill. Many airplanes have artificial aids for undesirable or unacceptable handling characteristics. Even though there is an emergency backup to the SAS (a compressed air cylinder that imposes maximum nose-down force on the downspring), SAS is a no-go item on the PA-31T. 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. 0000109100 00000 n Textron Aviation Marks Delivery of 400th Citation CJ4 Gen2, Boeing Reports First Quarter Net Loss on Higher Revenue, House Hunting As a First-Time Airplane Owner, Single-Engine Turboprop Commercial Ops in the EU Still in a Tangled Web, Aura Aeros Integral S Moves Closer to Its First Flight, General Aviation Has a Great Sustainability Story To Tell. 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). ].i{R8:eozN./s+rSr}_" F"hBbA*9.H[bAF,%VxEp!deBBYaf9'g%FKF8x{SCZ Q0n=\CN*k5h._5cg)xw`u4 Jl3lHPEt 0000003996 00000 n For operators of the PA-31T, pitch instability should not be a concern if the airplane pitch system is modified to the latest specification (including the bobweight), the SAS is maintained properly, weight and balance limitations are observed and current limiting power settings and airspeeds are complied with. Thomas A. Horne, AOPA Pilot, June 1993. There is no SAS or other device required on the I/IA or IIXL. As a result, the aircraft can travel more than 2,000 nm in a long-range cruise. 1970, the then Cessna Chairman, Dwane Wallace, bet the future of the Ive talked to several experts. Careless support can bite in terms of airworthiness, higher cost and accelerated loss of value. 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. Piper is a strange company. Aircraft: Piper PA-42-1000 Cheyenne 400LS. 0000082556 00000 n He writes about his enthusiasm for both the machines and the people who fly and maintain them. has been used twice. The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. The aircraft is operated by private individuals, companies and executive charter operators. Start your free trial today! I believe they only built 44 of them. I think about how lucky we were that the Cheyenne was under contract by the time we made an offer. 0000013245 00000 n This is the only COMPLETE (RVSM,FULL PAID MSP) AVAILABLE! Then, in 1984, the Cheyenne 400LS was born the queen of the Piper Aircraft fleet. These airplanes are fast, efficient and beautiful. Your email address will not be published. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. It uses The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position. The Cheyenne 400LS is powered by a pair of Honeywell/Allied Signal TPE331-14-801 . Deliveries of production Cheyenne IIIs began on June 30, 1980. @ (o$y=.d;n0 Great aircraft, fast, long range and goes high had several times after traffic was given as twin turboprop at FL 410 disbelieving B747 drivers. 0000004128 00000 n Registration #: N142LS. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. Up front, most remaining 400LS models have been updated with some level of glass avionics. The contenders are the Piper Meridian, the jet-prop and the TBM. Heck, this is less then the price of some Saratogas out there. 0000002458 00000 n Changes Many elements of the first Cheyenne fit the Mickey Mouse appellation that was applied to all Piper airplanes. Requirement is for 1600nm IFR range with 2 pilots and 1100lbs of payload. This trait can be traced to the Cheyennes roots in the Navajo airframe. The fuselageis limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits. To the pilot, such an airplane will have a normal feel. This and other systems were rationalized with the 1978 model year. Some pilots referred to the narrow windshield of the Cheyenne and P Navajo as a tank slit. Compared to the I, these engine improvements gave the IA up to 12 more knots at the IAs service ceiling of 29,000 feet and about 6 knots at maximum cruise power and 12,000 feet. 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. little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the We cruise around 340 KTS between flight level 300 and 340, consuming 2,000 pounds of fuel for the trip. aircraft design. developing a pure jet, Piper chose to leap ahead of Cessna by developing The eighth seat sits partly in front of the door and partly in the rear cabin baggage compartment. Copyright 2023 Flying Media. You can see the left engine spinning down to a stop while the right engine slowly spools down and the crew exits. As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. The lower maximum power of the I together with a narrower cg range, climb power limits and the forward bias of loading equations in the IIXL because of the stretch forward of the leading edge as well as an aft cg limit that is also two inches forward of the limit in the original Cheyenne make longitudinal stability and pitch performance satisfactory without artificial aids. 0000081891 00000 n 0000151773 00000 n This means the pilot must either hold the brakes until full power is achieved, or duck-walk down the runway on takeoff. Indeed, the 1980 Cheyenne, which was American Aviation, Inc. offers a retrofit cowl system for the PA-31T series (except the IA, which has the pitot cowl system as standard) that improves performance and reduces engine operating temperatures. 0000022418 00000 n 0000013910 00000 n Visibility from the cockpit is a real shortcoming until the 1980 model year. Magginetti notes: comparing the Cheyenne to other turboprops in its class (it) compares wellmaintenance costs are equal or less than that of the King Air, Conquest or Fairchild Merlins. Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. Big PT6-135As, bursting with 750 horses each, can be bolted onto the Cheyenne I. Maybe we should get another airplane. More recently, former Piper test pilot (and frequent Aviation Consumer contributor) William P. Kelly Jr. discussed the issue in a letter (February 1, 1988). So I wrestle daily with these calculations and estimations. Tip tanks became standard. This is not a gradual loss, but a sudden and irregular one. Although becoming an Earth-rounder has been postponed by the COVID-19 crisis, we are looking forward to completing the mission in a post-pandemic world. company limited itself to producing conservative if not down right Whats in a name Both in their design designations and marketing model names, there is a lot of confusion about what is what. Bills a no-nonsense guy with a way of cutting through the noise to get to the essence of a choice. Frequently it would fail to light up during climbout or at cruising altitudes. Likes: 6. 0000013382 00000 n Its maximum speed at optimum altitude is advertised as 283 KTAS, and it has range-verses-payload numbers very comparable to the King Airs. Indeed, the 1980 Cheyenne, which was Taking your Cheyenne to just any good technician could result in missing one or more procedures. So long as the propellers are balanced and the synchrophaser is in good trim (and the pilot knows how to use it correctly), in cruise the interior is quite comfortable. 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. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. The IIXL is the winner in terms of payload/range and loading envelope. The PA-31T requires more of pilots than the -31T1 or -31T2 in terms of systems knowledge, planning and in-flight management. 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. 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. This model, designated the PA-31T-620, was manufactured from 1974 to 1977. On the longitudinal axis, bobweights and downsprings are the most common. What could. There were 82 -31T2s manufactured between 1981 and 1984 (although there are two listed as 1985 models, they were built the previous year). Its possible to fill up all eight of the IIXLs seats (with 170-pounders, that is), put 200 pounds each in the nose and aft baggage areas, still be within the loading envelope, and be just 20 gallons shy of full fuel. I just happened on this article. &-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. 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. Some of the original Cheyenne tooling was lost and this limits Piper's ability to fabricate replacement parts. Ground handling is easy and straightforward, but taxiing will result in two very bruised knees if any sharp turns are required. Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172M and Beechcraft Baron D55. 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. That problem is the phugoid stability. PAPI Price Estimate Model Year (as of June 1, 2022): $1,308,533 Performance specifications Horsepower: 2 x 1,000 HP Best Cruise Speed: 334 KIAS Best Range (i): 1,879 NM Fuel Burn: 99.7 GPH Rate of climb: 3,242 FPM Rate of climb (1 engine out): 997 FPM Ceiling: 41,000 FT
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