However, as speed built up, so lateral stability improved and we were very
The PIPER Cheyenne II has a 3,705' balanced field length and 2,482' landing distance. 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. The two most important areas are avionics and autopilot/flight control systems. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. [3], Due to its top speed over 400 mph, it was renamed the Cheyenne 400LS when Lear Siegler owned Piper, then the Cheyenne 400. The King Air models did not win the speed race but won big on their luxurious interiors and ramp presence. The last was when management decided the Cheyenne IV would be dubbed the 400LS but all other models would remain Cheyennes. When the altitude-hold is engaged, the trim wheel is in constant motion holding the aircraft level. 0000012730 00000 n
As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. Dubbed the T-1040, it was developed as part of Pipers air taxi/commuter marketing effort and certified in 1982. These airplanes are fast, efficient and beautiful. This helps to maintain the engines on an on-condition basis. He replied that there were enough pilots who wanted a hot rod to keep it in business. The aircraft was
For an aging airplane, the Cheyennes have remarkably few major maintenance problems or airworthiness directives. At 24,000 feet, such an alteration results in a speed increase from 229 to 275 knots. Many products featured on this site were editorially chosen. We can fit our family and dog, or two couples, in it and go places in comfort and style. Your email address will not be published. Cheyennes used PT6A-28 versions of the turbine engine. [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. 0000043582 00000 n
@
(o$y=.d;n0 The average Janitrol event costs about $2,000, which includes a deep-cycle charging of the ni-cad batteries. H|T{PTWesWwFM}j( * My wife tires a bit when I bring up the subject, but she knows that when Im staring out the window and she asks what Im thinking about, the answer is always the same: engines. A properly trained pilot will find it to be a very satisfactory airplane, except for the combustion heater problem. Ground handling is easy and straightforward, but taxiing will result in two very bruised knees if any sharp turns are required. 0000002637 00000 n
Of course, wed have only 1,500 hours to go before the same questions came up again. The original version of the SAS addressed this problem, but the bugaboo of dynamic stability remained. Its power-to-weight ratio of 6 lbs/hp allows for a climb rate of 3,200 feet per minute and a cruise speed of 350 knots. N7222F often pleasantly surprises ATC with its initial 4,000 fpm climb rate when asked for an expedited climb. HVMo0WfSd@ qaz{!m"[XO_ 'H'Si>'&YU,6{6e_6Wv?oXZEdMgKif40w_jI)B-a?ffd$d^SD'": 0000052368 00000 n
They made 620 shp, and therein lay a problem. 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. So I wrestle daily with these calculations and estimations. Serial Number: 425527026. 0000005105 00000 n
He stuck to his word. The T-tail towers over the package to balance out the huge props. This is more a nuisance than a problem. 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=* Aircraft Location: Stockton, California. 0000002458 00000 n
0000093845 00000 n
The Honeywell (Garrett) TPE331-14 engine and its fuel control unit are controlled by a computer for ease of operations. Mu2 fits the bill. 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. A 900 nm flight from Northern Virginia to South Florida typically takes about 2 hours and 45 minutes. They can be awful tempting given the low purchase price, but they are priced that low for a reason. The IIXL is the winner in terms of payload/range and loading envelope. 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. Maximum operating altitude for the I and II was 29,000 feet, but in 1983 the II was approved for 31,000, as was the IIXL. 0000092936 00000 n
Registration #: N142LS. Early versions tend to be dark and cramped. AN TOP SPEED IS ;360 KNOTS TOO. It is powered by PT6A-135s rated at the same 620 SHP as the Cheyenne II but features a stretched fuselage. PA-42 Piper Cheyenne 400LS for FSX - Fly Away Simulation The Cheyenne could not compete with Cessna Conquest IIs top speed of 300 KTS, service ceiling of 35,000 feet and higher payload. 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. One item that Piper should not have used was the Janitrol heater. One hundred seventy-seven flight hours from now, the engines on our 1980 Piper Cheyenne will reach TBO. Payments as low as . Its power-to-weight ratio of 6 lbs/hp allows for a climb rate of 3,200 feet per minute and a cruise speed of 350 knots. 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. It outperformed all turboprops and even Cessna Citations of the day with 351 KTS at 25,000 feet (or 290 KTS at 41,000 feet) on 60 gallons of Jet A/hour, and a range of 1,800-plus nm with IFR reserve. Nothing much changed but the name, though many still think the Cheyenne and Cheyenne II are two different airplanes. Its frightening because these are uncertain times for all of us and were talking a lot of money here. I test flew two Cheyenne 400LSs and loved them. %PDF-1.2
%
Insulation and trim was changed to increase finished interior dimensions. Theres no question that the Meridian is a lot smaller than our Cheyenne. 0000013382 00000 n
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. What does an overhaul cost, anyway? Typical configuration for the I and II is four facing chairs in the main cabin with a side-facing seat/potty against the starboard fuselage. Major design revisions were made, and in October 1969 the prototype PA-31T-essentially a PA-31P with turboshaft engines-flew. 0000012075 00000 n
Ive never flown one and am not sure how I feel about taking a Malibu and bolting a PT6 on the front of an airframe designed for a 350 horsepower piston. 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. As the power is increased, the nose wheel oleo
However, the Cheyenne Is changes allowed the airplane to be certified without a stability augmentation system. 0000012785 00000 n
0000179961 00000 n
I have also been looking at the commander 1000/900. My most trusted advisor is Bill Turley, a friend for 25 years and owner of our maintenance base, Aircraft Engineering in Bartow, Florida. Belvoir Media Group, LLC. Our problem is that the right engine from day one has periodically and suddenly lost two or three quarts of oil. 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. Some pilots referred to the narrow windshield of the Cheyenne and P Navajo as a tank slit. 0000007680 00000 n
I know this airplane. Wind
Many aircraft including the 400LS were put to the wayside never to be manufactured again. This is not a gradual loss, but a sudden and irregular one. This line of thinking has prompted another round of endless cerebration. The previous owner of N7222F (C-FGKS) flew the aircraft from Edmonton, Canada, to Northern Virginia to show us its beauty. %PDF-1.4
%
Piper Cheyenne 400LS: Outpacing the Test of Time A total of 81 IIXLs were sold. 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. Quick Look: Piper Cheyenne 400LS - AOPA There were 82 -31T2s manufactured between 1981 and 1984 (although there are two listed as 1985 models, they were built the previous year). On the whole, we are pleased with it. 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. Speeds in excess of 400 MPH, 41,000 Foot Ceiling. As stated above, a normal phugoid will damp itself out eventually. Magginetti mentions cabin heaters, torque indicating systems and the PA-31Ts SAS as systems that require higher than average attention. Who are you using for service, and are you having trouble getting parts? The aircraft is operated by private individuals, companies and executive charter operators. We looked the records for a representative five-year period, during which a total of 187 service difficulty reports (SDRs) were submitted on the PA-31T series, including the PA-31T3/T-1040. 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). This is where a wife (Cathy) with an MBA and an interest in equity, return on investment, residual value, hourly costs, etc. As with any design, there are specific, recommended or even mandatory maintenance procedures. company limited itself to producing conservative if not down right
It is derived directly from the popular III series but utilizes powerful TPE331 engines with four blade propellers which produce faster airspeeds than its predecessors! Apparently, any
The fuselage is limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits.[3]. The Cessna Citation became the economical jet of choice for business travel. 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. Piper Cheyenne - AOPA - Aircraft Owners and Pilots Association In the summer, when the effective density altitude is higher, attempting to hand-fly at that altitude is simply impossible. 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. Some changes, such as a retrofit that reduces temperatures during engine start-named (surprise) the Cool Start Kit-and procedures such as regular compressor washes can have benefits beyond making it to recommended hot section inspection (HSI) and TBO (3,500 hours for all three models). Piper continued to improve the Cheyenne by certifying different engines, lengthening the fuselage and adding a T-tail. executive turbine fraternity. trailer
The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position. In the 400LS, they are flat rated to 1,000 shaft horsepower per side, and can make that power all the way up to about FL200depending on temperature. Who knows what the relative retained value of these airplanes will be 10 years from now? Therefore, every Cheyenne I or II pilot I know carries either 75 or 100 pounds of lead weights in the nose to keep the plane from sitting on its tailskid and to keep it within the legal center-of-gravity envelope.