The Honeywell (Garrett) TPE331-14 engine and its fuel control unit are controlled by a computer for ease of operations. 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. 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. 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. Why is the hourly cost so high when only burning 60gph? Also, the IIs generally come equipped with far superior avionics, such as the King Gold Crown instead of the panel-mounted radios in the Cheyenne I. Radar and known-icing equipment are. One of the most annoying characteristics of the Cheyenne is caused by the aileron/rudder interconnect. AGREE! No surprises there. In that later issue, Kelly discusses a further change to the system Piper made with the 1980 model year: the addition of a bobweight to dampen long-period longitudinal oscillation tendencies. Early versions tend to be dark and cramped. This thread reminds me of the day that I decided to buy a Huey. The original Cheyenne is designated PA-31T. I hope Im going to be as wise. View photos, ownership, registration history, and more. But Piper's product support is getting better. It carries more and further and does it all for about half the cost of a comparable bizjet. Engine limiters take care of torque and temperatures with minor pilot input, if any. J. Lynn Helms became the boss that same year. With the post start checks complete, it was apparent the engines produce a There is enough to manage in a Cheyenne even in good weather that it definitely is in the category of a check list airplane. At high angles of attack, the vane causes the spring to pull the controls forward, thus providing artificial static stability. %%EOF Back in <<43087BFE760D084A93D684AE8A160064>]/Prev 302018/XRefStm 2458>> 0000014061 00000 n [3] Variants[edit] Cheyenne III, model PA-42, equipped with Pratt & Whitney Canada PT6-41 engines The cabin lacks the headroom of a King Air, but large windows help give it a more airy feeling. 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 Generally speaking, operators of the original version should make a dedicated commitment to good initial and recurrent training, rigorous pre-purchase inspection and evaluation and make sure they find a very qualified maintenance technician and shop. 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. Its empennage was enlarged for stability at higher speeds and altitudes, and its fuselage was strengthened. They are kidding themselves, since the reason theres no SAS is because the PT6A-11 engines are substantially downrated, and produce much less power. The PA-31T finally was certified in May 1972. The Garretts have sophisticated protection systems built in. Parts availability for older Cheyennes hasn't been a problem. of the Cheyenne series, and Piper. 0000093767 00000 n It uses This is the only COMPLETE (RVSM,FULL PAID MSP) AVAILABLE! PIPER Cheyenne 400. At 13% Ng, the engines light company on the then new Citation. 0000094113 00000 n About that SAS As noted above, Pipers artificial and marginal fix to the longitudinal instability of the original Cheyenne turned into a blot on the entire series. off and attention must then be shifted to the EGTs. trailer The Cheyenne 400 is that rare exception to the compromises required in aircraft design. [3] The PA-42-1000 Cheyenne IV was certified in 1984, 44 were built until 1991 and 37 remain in service in 2018. H|T{PTWesWwFM}j( * In 1980 the windshield area was increased by 20 percent for both the I and II. 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. Electrical power is supplied by a 28 volt, direct current, negative ground electrical system. Torque limiters protect the engines from injudicious applications of power had the aircraft off the runway and heading up at an amazing rate of climb. It carries more and further and does it all for about half the cost of a comparable bizjet. This record is still standing after 35 years. 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. The first production Cheyenne III flew for the first time on May 18, 1979, and FAA certification was granted in early 1980. Aircraft of comparable role, configuration, and era. ttheir failure to develop a range of business jets which may have been The right and left furl systems are independent of each other and are connected only when a crossfeed system is activated. This milestone has precipitated all sorts of careful calculations in my house. HVMo0WfSd@ qaz{!m"[XO_ 'H'Si>'&YU,6{6e_6Wv?oXZEdMgKif40w_jI)B-a?ffd$d^SD'": Talk about paying for the Piper. 0000002458 00000 n A23SO", Piper Aircraft News Release: Extended Range for Cheyenne IIIs (1980), Piper Aircraft News Release: Cheyenne III Deliveries Underway (1980), https://en.wikipedia.org/w/index.php?title=Piper_PA-42_Cheyenne&oldid=1126671308, Short description is different from Wikidata, All Wikipedia articles written in American English, Creative Commons Attribution-ShareAlike License 3.0, This page was last edited on 10 December 2022, at 16:32. 0000082142 00000 n They are a little older and definitely cheaper. As stated above, a normal phugoid will damp itself out eventually. It true??? Deliveries began in early 1974 - a long time 0000109100 00000 n 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 . 0000007543 00000 n These numbers will boggle some readers minds, while others might find them amusingly modest. long wheel base Land Rover). You can even see the horizontal stabilizer. 0000005155 00000 n The eighth seat sits partly in front of the door and partly in the rear cabin baggage compartment. It pays to experiment (but dont judge the affects just by the pilots reaction. Of course, you need bigger props too. Comfort Pilot and passenger comfort improved as the series was developed. 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 . Pilot comfort, however, is less than satisfactory because it is cramped and the yoke constantly gets in the way of the pilots knees. Apart from the inevitable abrasion The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. straining to move forwards. When the Cheyenne was first tested, it did not have the required traits in the climb configuration; little or no back pressure was needed to maintain 100 knots even when the aircraft was trimmed to 110. [3], Due to its top speed over 400 mph, it was renamed the Cheyenne 400LS when Lear Siegler owned Piper, then the Cheyenne 400. Their advice is dont do anything yet. Design work began in 1965 (the PA-31P pressurized Navajo was in development at the same time). 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. Wind The Cheyenne IA, a slightly modified version of the Cheyenne I, came along in 1984. We did a hot section on schedule on the right engine almost four years ago. Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. 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 aircraft is not the easiest to keep straight on the centre line. (More on this later.) Are these big-engine Cheyennes as fast as they say? 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. Many airplanes have artificial aids for undesirable or unacceptable handling characteristics. They put it into a lot of strips that couldnt accommodate other turboprops and a large number of piston twins. company limited itself to producing conservative if not down right batteries are not fully charged or the aircraft is pointing downwind. This is the Best Cheyenne 400LS available. 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. Photo date: 2022-04-23. 0000096310 00000 n Below FL 180, the aircraft tends to become more stable, but the phugoid instability is still obvious, and with each oscillation it becomes worse. -n!Zf`Wb | 9jL+_.6b|*3CY>D{}cLtGc"N%%y,IgR?/Mp6e>oBN)RLsSp#fS-4[4TkH-%K]u*[44Y#n The reason for this The extra power had a destabilizing effect, and the lower weight led to aft-cg problems. A third-party browser plugin, such as Ghostery or NoScript, is preventing JavaScript from running. As with any design, there are specific, recommended or even mandatory maintenance procedures. Heck, this is less then the price of some Saratogas out there. Start your free trial today! It also was the end of production of the PA-31T series, although production was planned to be restarted in Lakeland for the IA and IIXL. These are redlines at It also is a bit more involved to maintain. Despite the very noisy reputation of TPE331 on the ramp, passengers can comfortably carry on conversations without headsets during cruise. 0000014139 00000 n Piper used panel mounted King Silver Crown avionics in the I, a departure from tradition to achieve the price objective. We cruise around 340 KTS between flight level 300 and 340, consuming 2,000 pounds of fuel for the trip. 1985 PIPER CHEYENNE 400LS Turboprop Aircraft Price: USD $1,300,000 Aircraft Location: Stockton, California Serial Number: 425527026 Registration #: N142LS Total Time: 2,415 Number of Seats: 9 Number of Blades: 4 Airframe Notes: Registration: N142LS (FKA JA8853) to be U.S. registered shortly Serial Number: 425527026 Ai. As the power is increased, the nose wheel oleo There is little or nothing to attribute to the PA-31T design in these accidents. comes in. 0000012416 00000 n Speed and range, of course. 1 answers and 1796 views Feb 23 2020. Careless operation has the obvious consequences. more and further and does it all for about half the cost of a comparable Upon arrival at our home airport (KJYO), it was love at first sight. aircraft design. Still, thats a lot more money than overhauling the engines on our airplane. In Sum By the time the program ended, the Piper Cheyenne series offered good all-around performance, good use of interior space and competitive systems. Big PT6-135As, bursting with 750 horses each, can be bolted onto the Cheyenne I. I find this overhaul prospect both financially frightening and, in another sense, slightly ironic. Even though there is an emergency backup to the SAS (a compressed air cylinder that imposes maximum nose-down force on the downspring), SAS is a no-go item on the PA-31T. Structurally, they have weathered well over the years. The tradeoff was poor dynamic stability. 0000107367 00000 n Should we pay to overhaul the engines? Indeed, the 1980 Cheyenne, which was My most trusted advisor is Bill Turley, a friend for 25 years and owner of our maintenance base, Aircraft Engineering in Bartow, Florida. turned on and the starter button is pressed. I believe they only built 44 of them. mwP:5L6r+,I-$X2ijbj)Q]B3ZFTV_ e V'&xT$,lFR/oFN`rX\Kil! W7 }/T]ip'Dl~ Some of the original Cheyenne tooling was lost and this limits Piper's ability to fabricate replacement parts. This is not a gradual loss, but a sudden and irregular one. He replied that there were enough pilots who wanted a hot rod to keep it in business. 91 or F.A.R 135. Maximum climb power was reduced and recommended climb speeds raised to keep the airplane further from the SAS operating speed range (nominally, 121 KIAS and slower). been approved for five bladed scimitar propellers from Hartzell, which Engine gauges are monitored for safety. A standard Cheyenne I came without wing-tip fuel tanks, but they were available as an option, and almost everyone anted up. Swearingen to develop the Twin Comanche. None of these occurrences was surprising. The 400LS has the Cheyenne III airframe but is powered by counter-rotating 1,000 shp Honeywell TPE331-14 engines with four-blade propellers.The cabin normally accommodates two crew plus six passengers with a rear restroom or seventh seat. Piper is a strange company. Some people think the Cheyenne I is a better airplane because it has no SAS system. ADCAAAv3X23,ft0>!A ,/dtD'0` lC$hPgso25M```-'AAy6cl 33f\5Q[7nlSzRNL`@%#K .2, Y7o Serial Number: 425527026. [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). Why put that much money into an ancient airframe? Required fields are marked *. 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. g,!NA4 There is a lot to recommend the single turboprops. In service since 1984. 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 0000151773 00000 n 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. 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. The 106in (2.7m) Dowty Rotol propellers had four round-tip composite blades and 8in (20cm) of ground clearance. Garrett TPE 331-engined airplanes, such as the Aero Commanders, Mitsubishi MU-2s or even Swearingen (Fairchild) Merlin II and III models are a totally different category and set of considerations. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. It is powered by PT6A-11 engines rated at 500 SHP. 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. Icing conditions existed. All rights reserved. 0000012901 00000 n Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172M and Beechcraft Baron D55. 269 0 obj <>stream Learn how your comment data is processed. The PA-31T requires more of pilots than the -31T1 or -31T2 in terms of systems knowledge, planning and in-flight management. The plane is easy to load through its large rear and nose baggage doors, allowing a wide range for CG. The lack of suitable piston engines, however, was a major factor in the failure of Pipers own Fat Albert, the Pocono.

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