The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position. In general, The fuel system can be monitored through several gauges on the instrument panel through a dual needle type fuel quantity indicator, two fuel flow gauges, and two fuel pressure gauges. It true??? 1970, the then Cessna Chairman, Dwane Wallace, bet the future of the Although the undercarriage legs have been As you were browsing something about your browser made us think you were a bot. Theres a loophole in the regulations, in that there is no requirement for long-period dynamic longitudinal stability, only one for static stability. There is a lot to recommend the single turboprops. Unfortunately, only about 45 were made, making it a rare hot rod indeed. Below FL 180, the aircraft tends to become more stable, but the phugoid instability is still obvious, and with each oscillation it becomes worse. Quality and quality control were not characteristics widely associated with Piper products of the time. 0000022484 00000 n Pipers Cheyenne 400LS is one of those rare airplanes that has few compromises. Even at that, parts are an issue for me. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam. Weight and balance takes some careful managing. Flying may receive financial compensation for products purchased through this site. A 900 nm flight from Northern Virginia to South Florida typically takes about 2 hours and 45 minutes. The pitch instability also becomes a problem in holding patterns at reduced airspeeds between 12,000 and 16,000 feet. Cabin seating is commonly arranged in a four-seat club with three additional seats available. 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. As stated above, a normal phugoid will damp itself out eventually. They are a little older and definitely cheaper. Piper Cheyenne 400LS: Outpacing the Test of Time of propeller clearance. I cant give you a reason for the unstable phugoid, but only comment that it does exist and has to be dealt with by the pilot. With just 20 sales, the IA is the rarest Cheyenne. In this condition, you could take off, climb to 29,000 ft, cruise at 250 KTAS or so, and have an IFR range of about 1,170 nautical miles and an endurance of 4 hours 30 minutes. I think about how lucky we were that the Cheyenne was under contract by the time we made an offer. Technical Data. Some Meridians go for as little as $900,000, and they are 20 years newer than the 1980s models of Cheyennes out there. In the summer, when the effective density altitude is higher, attempting to hand-fly at that altitude is simply impossible. The -31T1 was in production from 1978 to 1984; 215 I and IAs were built. What about putting Cheyenne II engines (PT6-28s) on our Cheyenne I? Interior appearance and quality were improved with time, especially in the last two or three years of production as Piper learned to deal with the upscale corporate market. The continual struggles to remain afloat at Piper can be attributed to 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). 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. after the King Air was launched. 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. The Cheyenne could not compete with Cessna Conquest IIs top speed of 300 KTS, service ceiling of 35,000 feet and higher payload. Back in But they limit the number of 45 air craft too. [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. Pratt & Whitney and several of the companies that specialize in PT6 maintenance have field service reps who would be delighted to get you started on your support education. When were in icing, I am reassured by the thrump of ice against the fuselage, for I know that the prop heat is working well. Even the FAA admitted confusion, requesting distinguishing designations between the Cheyenne and Navajo (too many different PA-31s) for air traffic controllers and even issuing an AD to nail down the designation of the Cheyenne I. Piper itself publicly confessed its confusion in a variety of ways. Thats a recipe for a bad accident rate. Building a turboprop isnt as simple as hanging a pair of PT6s on a piston airframe, as Piper found out with the Cheyenne. The IIXL is best in terms of leg room for everyone. Thats about 13 months away, given our average yearly flying. This line of thinking has prompted another round of endless cerebration. 0000043652 00000 n Vref pegs the 400LS value at $1 million for a 1984 model to $1.22M for a 1992 model. This engine has a reverse flow, free turbine arrangement. by a remarkable 60 knots to well over 400 knots. The Cheyenne 400LS is the largest and most powerful of Piper's turboprop twins, derived from the PA-31 Navajo. You've disabled JavaScript in your web browser. To sweeten the deal, the Cheyenne I was some $100,000 less than the 620-shp model. They put it into a lot of strips that couldnt accommodate other turboprops and a large number of piston twins. Their advice is dont do anything yet. In that same year, the interior was improved. Some owners report that the 400LS lacks the build quality compared to a King Air and its rarity can cause head scratches from mechanics who may never have seen one. 0000022670 00000 n For a large number of buyers, the early models of Pipers Cheyenne series fulfill these requirements. It sprouted the now-typical wing tip fuel tanks, PT6A-28 engines flat rated to 620 SHP and a redesigned flight control system that included a stability augmentation system (SAS) that became an item of major controversy and a blot on the reputation of the entire series. PIPER CHEYENNE 400LS Aircraft For Sale - Controller.com These other airplanes come in two varieties: another Cheyenne for which another owner has taken the leap and done the engines and now has to sell; or a different airplane such as a single-engine turboprop. xref mwP:5L6r+,I-$X2ijbj)Q]B3ZFTV_ e V'&xT$,lFR/oFN`rX\Kil! W7 }/T]ip'Dl~ 0000012150 00000 n 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. The McCauley Accessory Division of Cessna offers a propeller conversion kit that-according to the company-reduces interior noise and improves performance. 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. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. Compared with the Cheyenne II, the PA-42-720 was about 1m (3ft) longer, was powered by 537kW (720-shp) PT6A-41 turboprops and introduced a T-tail, the most obvious external difference between the PA-31T and PA-42, as well as the most significant change to the series. When the IIXL was announced, Thomas Gillespie, then Pipers head of marketing, was asked if production of the II was going to end. 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. and there are built in data recorders. 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. With a full fuel capacity of 3,825 pounds, a fuel load of 2,750 pounds allows an hour of IFR reserve accommodating 1,300 pounds of payload for this typical trip. This model, designated the PA-31T-620, was manufactured from 1974 to 1977. Careless support can bite in terms of airworthiness, higher cost and accelerated loss of value. The most severe case was attributed to improper paint stripping. 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. But, what exactly was wrong with the original airplane? You can get a pair with 1,500 hours remaining (that hes just taken off a II that was getting fitted with those big 135As) for $370,000. The cheapest B models seem to hover around $1.4 million. g,!NA4 The chevenne 400 Ls turboprop Air Craft top speed 350 knots with 4 blade perpller . Still, thats a lot more money than overhauling the engines on our airplane. 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. long wheel base Land Rover). This is where a wife (Cathy) with an MBA and an interest in equity, return on investment, residual value, hourly costs, etc. Wing span (metric) 14.50 m. Length (metric) 13.20 m. Height (metric) 5.20 m. Powerplant. Studying the Pilot's manual 0000042996 00000 n Who knows what the relative retained value of these airplanes will be 10 years from now? The Cheyenne and other sophisticated, high performance airplanes will each your lunch and/or your purse. It uses Maybe we should get another airplane. He writes that his facility currently supports about 20 Cheyennes along with a number of other turboprops. Piper Cheyenne 400LS (Pa42) - Mullers button. 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. The average Janitrol event costs about $2,000, which includes a deep-cycle charging of the ni-cad batteries. For ninety-five percent of the time the So the whole package can push $700,000. 0000022600 00000 n Maximum area is 22 cubic feet; load limit is 200 pounds (interior furnishings can reduce both). This was one of several attempts to overcome the poor image of Piper engineering and manufacture. 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. Cheyenne 400LS' high-stepping ways. They are kidding themselves, since the reason theres no SAS is because the PT6A-11 engines are substantially downrated, and produce much less power. PIPER CHEYENNE SERIES For Sale - Used & New 1 - 8 - Trade-A-Plane More comfortable. 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). 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. PIPER Cheyenne 400. [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. Speed and range, of course. With 24 volts required, the pumps are 0000094577 00000 n 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). 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. A bonus is the fact that it is a beautifully aggressive and unique airplane. It tends to be tail-heavy. The Emotional, Philosophical Journey to a Pilot Proficiency Check. An angle-of-attack sensor is mounted on the nose, and is connected to a downspring. 0000094308 00000 n More powerful and faster airliner development of PA-42-720 Cheyenne 3. 0000093388 00000 n But Ill tell you honestly, I still crave that 400LS! This milestone has precipitated all sorts of careful calculations in my house. There is one accident that occurred to a PA-31T under similar circumstances to the two that called the SAS into question: loss of control during an instrument departure in fog. None of these occurrences was surprising. The problem is essentially that Thomas A. Horne, AOPA Pilot, June 1993. 0000008359 00000 n It is powered by PT6A-11 engines rated at 500 SHP. largely immune to the light aircraft market vagaries wrought over by Requirement is for 1600nm IFR range with 2 pilots and 1100lbs of payload. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. If that doesnt work, think about the single-engine turboprops. Engine gauges are monitored for safety. While there are variations with equipment options, when lightly loaded cg is toward the forward limit and the airplanes are nose heavy. Thank you very much for sharing your love of the 400LS. As the power is increased, the nose wheel oleo At altitude, you can pull the miserly Garrretts back to about 400 lbs (60 gallons) per hour for long-range cruise. endstream endobj 189 0 obj <>stream Full Reverse allows for landing in shorter distances than even many single and piston twins. Piper still stocks a lot of parts, but if a Cheyenne part is unavailable, Piper will still make you one. of the manual under: 'Tips for operators'. y {_E(Z@4hFjilTiz.2G9|!$V|v\M^"Kc!!$w%WV1pm\1QD(IjEobuV>-7=]ns+sImz[Shx ! The system met the letter of FAA certification requirements in terms of achieving stick-free longitudinal stability but it did nothing for, and possibly aggravated, long-period phugoid divergence (in something approaching English, if pitch input moves the aircraft away from its trim airspeed, it tends to accelerate quickly in that direction, then recover abruptly [pull up or push over] with the divergence increasing with each cycle). 0000022086 00000 n 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. If the altitude-hold isnt turned on or isnt functioning, we simply dont fly above 230. Its a pretty unique airplane. The PA-31T3 is a hybrid of the Navajo Chieftain (unpressurized) fuselage with the flying surfaces and engines of the Cheyenne I. Registration #: N142LS. The in-flight shut down and premature removal rates of the PWC PT6 engine family is impressive. 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. It takes particular attention during single pilot operations to keep everything in order and right side up while avoiding traffic. It was completed in November. ). When the altitude-hold is engaged, the trim wheel is in constant motion holding the aircraft level. 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. However, as speed built up, so lateral stability improved and we were very It is powered by PT6A-135s rated at the same 620 SHP as the Cheyenne II but features a stretched fuselage. Many of the problems are reflected in service letters, bulletins (and, frequently, remedial kits. As a result, the aircraft can travel more than 2,000 nm in a long-range cruise. The right and left furl systems are independent of each other and are connected only when a crossfeed system is activated. 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. Shortly thereafter, of course, all but the IIIA and IV were gone forever and the issue became moot for all but those odd creatures, the customers, many of whom suffer name confusion to this day. [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). Indeed, the 1980 Cheyenne, which was It has a wider cg range than the I or IIXL (138 inches aft limit compared to 136) and is far more sensitive in pitch (more on this below). In the case of the Meridian and the TBM, the airplanes are still in production, an important consideration when it comes to parts. 0000013531 00000 n View photos, ownership, registration history, and more. Speeds in excess of 400 MPH, 41,000 Foot Ceiling. Wind The Piper Cheyenne 400LS, PA-42-1000, is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. It isnt any different from any other sophisticated collection of systems and sometimes conflicting elements. It can hold 3,819lb (1,732kg) of fuel plus two passengers with baggage, while each extra passenger costs 100nmi (190km) of range. Bills a no-nonsense guy with a way of cutting through the noise to get to the essence of a choice. 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 PIPER CHEYENNE 400LS Reviews | Explore Available Aircrafts! A total of 81 IIXLs were sold. The imposing view is not just eye candy, eitherthis airplane has the performance to back it up. Wing-tip fuel tanks were standard with this airplane, and so were redesigned engine air intakes and elongated exhaust stacks.
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