Learn how your comment data is processed. 0000012901 00000 n This airplane is certified in the normal 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. Click here to view the Piper PA-31T Cheyenne features guide. There is a lot to recommend the single turboprops. Torque limiters protect the engines from injudicious applications of power On the other hand, one engine burns less gas, has only one prop, etc. In 1980 the windshield area was increased by 20 percent for both the I and II. 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. Speeds in excess of 400 MPH, 41,000 Foot Ceiling. The two most important areas are avionics and autopilot/flight control systems. quickly at rotation speed where a firm rearwards application of the column Great aircraft, fast, long range and goes high had several times after traffic was given as twin turboprop at FL 410 disbelieving B747 drivers. Of course, wed have only 1,500 hours to go before the same questions came up again. Its a pretty unique airplane. Its frightening because these are uncertain times for all of us and were talking a lot of money here. [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. One of the most annoying features of the Cheyenne was the Janitrol combustion heater which, although thermostatically controlled, was either on or off. However, as speed built up, so lateral stability improved and we were very With just 20 sales, the IA is the rarest Cheyenne. The Piper PA-31T stability augmentation system (SAS) adds variable elevator force via a variable tension downspring. But the Cheyennes character with the original SAS led to a wildly divergent oscillation, in the words of a former Piper test pilot. These flag hot starts and other out What would I like to improve? However, the whole family lived up to the Piper reputation of offering a lot of airplane for the money. Even if your insurance company were willing to let you get away without top notch training, you should get it. I would have had to maintain it, and I dont enjoy the thought of that. This trait can be traced to the Cheyennes roots in the Navajo airframe. The Cheyenne, according to the accident brief, hit the ground while in a vertical dive. 0000004128 00000 n 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. 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. What's not to like? [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. The original system had some problems, but modifications over the years seem to have helped. 0000004648 00000 n What is the max speed with the larger engines and range. These are redlines at 0000043652 00000 n 0000014061 00000 n That is a fair description of the original Cheyenne. 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. Changes Many elements of the first Cheyenne fit the Mickey Mouse appellation that was applied to all Piper airplanes. The Cheyenne 400 is that rare exception to the compromises required in aircraft design. This engine has a reverse flow, free turbine arrangement. With its 351-knot max cruise speed, efficient Garrett engines, fastest climb rate in its class, FL410 service ceiling, long range and short/unimproved runway capability, the rare Piper Cheyenne 400LS can still outperform many turboprops and light jets in various phases of flight and missions. In service since 1984. The power is reduced if leveling off below 25,000 feet to avoid over-speeding, as well as during descent and landing. 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. Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. Oh, my, would I love one. The airframes are rugged. Dicks monthly Gear Up celebrates the human side of flying. 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. This forward movement of the airplanes empty-weight CG, along with a climb power limitation of 500-shp, allowed the IIXL to be certified without the stability augmentation system. Flew one of these from Seoul, South Korea to the US (via Eastern Russia). Aircraft Owners & Pilots Association Find it free on the store. By early models, we mean the original Cheyenne (later renamed Cheyenne II), the Cheyenne IA, and the stretched Cheyenne IIXL. Record HolderWith its six-pound weight to horsepower ratio, well in excess of the Extra 300 competition acrobatic plane, General Chuck Yeager set the time to climb record in the 400LS in the mid-1980s. 0000009642 00000 n What could. 0000043747 00000 n AGREE! A power-to-weight ratio of 6 pounds/horsepower speaks volumes about the performance capabilities of the 400LS. This is an invitation to disaster, because it can easily put weight too far aft. To me theyre a lot. Careless operation has the obvious consequences. [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). The McCauley Accessory Division of Cessna offers a propeller conversion kit that-according to the company-reduces interior noise and improves performance. True! The Piper PA-42 Cheyenne is a turboprop aircraft built by Piper Aircraft. Wing-tip fuel tanks were standard with this airplane, and so were redesigned engine air intakes and elongated exhaust stacks. In 1975, he acknowledged many shortcomings and promised major improvements would take place in quality control and customer support. batteries are not fully charged or the aircraft is pointing downwind. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to I find an airplane I like, switch to flightaware.com and check out the ground speeds on several trips. Some pilots referred to the narrow windshield of the Cheyenne and P Navajo as a tank slit. 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. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. 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 . The 106in (2.7m) Dowty Rotol propellers had four round-tip composite blades and 8in (20cm) of ground clearance. And while the first production airplane was completed a year later, the first customer delivery was not made until 1974. The available power of 620 SHP is too much for the configuration of the Cheyenne with loading toward the aft range. He knows the market and also has a straightforward way about him that belies his former career as a player in the National Football League. company on the then new Citation. Copyright 2023 Flying Media. basically a re-engined piston pressurised PA-31P Navajo. Ive talked to several experts. 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). The I was developed to be the lowest cost turboprop in the market. 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. shown on page 43; Piper hopes to display. The SAS would not have been necessary were it not for the Cheyennes poor static longitudinal stability. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam. The Cheyenne has the capacity for 1-2 crew members and 6-9 passengers. The Cheyenne became the Cheyenne II. Believe it or not, it felt good; I felt I was being a good steward of the airplane. A total of 526 aircraft were built. The first production Cheyenne III flew for the first time on May 18, 1979, and FAA certification was granted in early 1980. In 1978, Piper came out with another version of the Cheyenne, the Cheyenne I. cut-off buttons should the temperatures exceed the 820 limit. Cheyennes used PT6A-28 versions of the turbine engine. the PA-42 - essentially a turboprop-powered Navajo. The fuel system for the turbine powered PA-31T1 has a total capacity of 308 U.S. gallons. high level of residual thrust, even at flight idle as the aeroplane was Reproduction in whole or in part without permission is prohibited. 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. Some people think the Cheyenne I is a better airplane because it has no SAS system. Apparently, any Des Moines Flying Service does an excellent lob getting parts from any source possible. With the optional tip tanks installed, the fuel capacity is increased to 390 U.S. gallons. Search more Piper airplanes on Hangar67. 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. Thank you very much for sharing your love of the 400LS. apart from improving ground clearance, will increase the maximum speed little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the 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. Its a shame Piper stopped manufacturing the PA42-1000 in 1992 due to a continuing economic downturn, forcing most aircraft manufacturers into bankruptcy. Maximum operating weight is 500 pounds higher than the Cheyenne II. As with any design, there are specific, recommended or even mandatory maintenance procedures. Icing conditions existed. 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. (Note that the longitudinal stability problem is at its worst at aft loadings, and if the range is exceeded all bets are, of course, off.). Maintenance Steve Magginetti is service coordinator for Corporate Air Technology of San Jose, Cal. The tradeoff was poor dynamic stability. What Does a Pilot Require To Remain Current in an Aircraft Requiring a Type Rating? Their advice is dont do anything yet. Right now parts support is very good. In October of 2019, with four occupants, we traveled through Canada, Greenland, Iceland, Ireland, Italy and back to Leesburg. maximum 30 percent power setting becomes apparent from reading the last page Thats about 13 months away, given our average yearly flying. The Piper 400LS has everything I am looking for. So the SAS allowed the airplane to meet the letter of the law, but that didnt produce an airplane with desirable handling qualities. There are a few reasons this might happen: To regain access, please make sure that cookies and JavaScript are enabled before reloading the page. Many airplanes have artificial aids for undesirable or unacceptable handling characteristics. As with the Cheyenne I, there is no stability augmentation system. One design problem needs a full explanation, however. The Cheyenne II came equipped with a total of eight seats, and in my opinion it should not have been equipped with the eighth-the rearmost seat. You've disabled JavaScript in your web browser. 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=* This same engine takes seven seconds to go from idle to full power. %PDF-1.2 % Your email address will not be published. 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. 0000173169 00000 n more and further and does it all for about half the cost of a comparable 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 0000052341 00000 n 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. Still, thats a lot more money than overhauling the engines on our airplane. disperse. Full flap speed is 148. 181 89 The much-maligned SAS system gave us no trouble whatsoever after we changed the SAS vane from an earlier type with a single heater to the newer type with two electric heaters. [3], Flat rated to ISA+37, the turboprops maintain their power to almost 20,000ft (6,100m). At any speed less than 130 knots, the aircraft starts to oscillate. The aircraft was strengthened and lengthened, the props are huge paddle-blades with a Some 178 of these Cheyennes were built, and they were very popular in their day. If that doesnt work, think about the single-engine turboprops. Viewed from the front, the 400LS has perhaps the most exemplary impression of raw power of any airplane. PA-42 may also refer to, "Piper Cheyenne 400LS: Big Dog Turboprop Could Best A Citation I", "Piper Cheyenne 400LS Record Set by Chuck Yeager", "Quick Look: Piper Cheyenne 400LS, Rare hot rod performs more like a jet", "Chuck Yeager - Chasing the Demons for 72 Years", "Piper PA-42 Type Certificate data sheet No. executive turbine fraternity. 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. 0000144133 00000 n Pressure differential is 5.5 psi for all three versions. The early Cheyennes were later refined with some aerodynamic improvements, but the PT6-28s produced only 10 to 15 percent faster cruise speed than their piston siblings and at a much higher fuel consumption. Wonderful article, I have been looking, doing my homework on what aircraft I want to purchase. had the aircraft off the runway and heading up at an amazing rate of climb. Only 24 -31T3 commuters were built in the roughly two year life span of the design. These trips can often be made nonstop in our Cheyenne, but a Meridian would require a stop for almost all of them. While there still was much to be done, the improvements were credible and very apparent. You're a power user moving through this website with super-human speed. has contracted with Isaacman Associates. One reason for these problems may be that a pair of hurricanes smacked Piper's Vero Beach, Fla. plant in 2004 and destroyed or severely damaged 300,000 square feet of it. And the TBM? More comfortable. 0000022600 00000 n It takes particular attention during single pilot operations to keep everything in order and right side up while avoiding traffic. Piper management was slow to accept the turboprop engine; some members of the Piper family were said to be set against it. 2023 Aircraft Owners and Pilots Association, Max Operating Speed see POH for speeds above listed altitudes. They made 620 shp, and therein lay a problem. The Cheyenne is no slouch in the cruise department, either. It carries a big load in a comfortable cabin at high speeds for long distances on a miserly amount of fuel. 0000094191 00000 n The original Cheyenne is designated PA-31T. It uses less runway, climbs and cruises faster than many pure jets. Your email address will not be published. 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). 0000093501 00000 n The confusion started when Piper introduced a lower powered, lower cost turboprop and called it the Cheyenne I (PA-31T1). I do know that when Piper modified the Malibu to make the Meridian, there were substantial changes. general aviation may be immeasurably poorer. Serial #: 42-5527036. So I wrestle daily with these calculations and estimations. Single pilot, fast, can haul, mx and acquisition cost cheaper then a king air. On the other hand, we were totally unprepared for the $4,000 annunciator-panel repair, the frequent heater and air-conditioner repairs and the little valve that controls the bleed air pressure to. 1. Heck, this is less then the price of some Saratogas out there. What are they going for these days? Language links are at the top of the page across from the title. For operators of the PA-31T, pitch instability should not be a concern if the airplane pitch system is modified to the latest specification (including the bobweight), the SAS is maintained properly, weight and balance limitations are observed and current limiting power settings and airspeeds are complied with. 0000082556 00000 n HVMo0WfSd@ qaz{!m"[XO_ 'H'Si>'&YU,6{6e_6Wv?oXZEdMgKif40w_jI)B-a?ffd$d^SD'": The problem is essentially that little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the There are two major branches to the design family. The 90 series King Airs and the Cessna 425 Conquest I are the only other similar airplanes in the PT6-powered category. 0000012075 00000 n I just saw a perfectly flyable Beechjet get parted out because the cost of the upcoming service interval essentially totaled the aircraft. been approved for five bladed scimitar propellers from Hartzell, which At 13% Ng, the engines light 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). The value of our Cheyenne is almost down to the run out price, so the next year is essentially free. The plane is easy to load through its large rear and nose baggage doors, allowing a wide range for CG. It is an aeroplane that dies everything well. ]m3IfeRCo~*k#'1LT=LzV_eWs4zSbXA? This thread reminds me of the day that I decided to buy a Huey. The PA-42 Cheyenne III was announced in September 1977. Big PT6-135As, bursting with 750 horses each, can be bolted onto the Cheyenne I. View photos, ownership, registration history, and more. Designers there basically did whatever it took to accomplish something without a great deal of attention to whether it was the best way to achieve the objective.This attitude was reflected in basic systems and fabricating techniques as well as in cockpit organization and interior fittings. Earlier avionics and autopilots or flight control systems can present real headaches. As a result, the passengers either froze or cooked, and there never seemed to be a good fix for that. Original PA-31T Ive known him for several years. Or both. These are the PA-31T series, or Cheyenne/II, Cheyenne I/IA and Cheyenne IIXL (plus an unpressurized hybrid developed for the air taxi and commuter markets, the PA-31T3 or T-1040) and the PA-42 series, which consists of the T-tailed and longer-fuselage Cheyenne III/IIIA and Cheyenne IV/400LS. Taxiing is straightforward and with the checks Back in the 1980s, Piper employed Gen. Chuck Yeager to set various time-to-climb records in the 400LS. 0000094308 00000 n My boss did the same: I wanted the King Air, but it was too costly then. Epsilon . Two 30 volt, 200 ampere, D.C. starter/generators in parallel provide torque for engine starting and generate D.C. electrical power. They put it into a lot of strips that couldnt accommodate other turboprops and a large number of piston twins. Three old outdated airframes that are very expensive to operate and maintain. 1970, the then Cessna Chairman, Dwane Wallace, bet the future of the 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. Likes: 6. The cabin lacks the headroom of a King Air, but large windows help give it a more airy feeling. It was completed in November. 1985 PIPER CHEYENNE 400LS. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. compresses and clearance decreases. My smugness about predicting economic developments has suffered some indignities lately, so guessing about the residual value of a 40-year-old $600,000 Cheyenne versus a 20-year-old $900,000 Meridian 10 years from now is an estimation for which I am neither qualified nor temperamentally suited. 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). Ours is one of only 44 total Cheyenne 400LS models built by Piper Aircraft between 1984 and 1992. Pratt & Whitney of Canada PT6 engines power all but the 400LS, which uses Garrett (now Allied Signal Engines) TPE-331s. Used Turbine Review: Cheyennes: The I, IA, II, AND IIXL 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. It true??? the company would, completely out of character, do something either 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. It frequently and for no reason pops the circuit breaker, usually at FL 250 or higher, so that it becomes a trifle brisk in the cabin. Of course, you usually need both at the same time. 0000022670 00000 n 0000008972 00000 n Rotol propellers (whose diameter is the same as the chassis length of a Browse a wide selection of new and used PIPER CHEYENNE Aircraft for sale near you at Controller.com, the leading aircraft marketplace. 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. Why put that much money into an ancient airframe? Whats in a name Both in their design designations and marketing model names, there is a lot of confusion about what is what. In the case of the Meridian and the TBM, the airplanes are still in production, an important consideration when it comes to parts. Piper was never noted for sophisticated engineering. 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.
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piper cheyenne 400ls problems