Piper PA-42-1000 Cheyenne 400LS aviation photos on JetPhotos 181 0 obj <> endobj <<43087BFE760D084A93D684AE8A160064>]/Prev 302018/XRefStm 2458>> An STC has reportedly Guess what? None of these occurrences was surprising. 0000012267 00000 n They have trouble getting repair parts to keep those planes flying too. ). In one of the other forums, someone was asking about classic Lears vs Falcon 10. Piper Cheyenne 400LS - Centurion Jets - Private Jet Company It tends to be tail-heavy. 0000011689 00000 n 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. They made 620 shp, and therein lay a problem. The courses offered by outfits such as FlightSafety International and SimCom, which include extensive classroom and simulator time, are excellent for obtaining and maintaining Cheyenne proficiency. Cheyenne 400LS PA 42 1000 for Sale - Globalair.com 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. [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). 0000006751 00000 n While there still was much to be done, the improvements were credible and very apparent. This means the pilot must either hold the brakes until full power is achieved, or duck-walk down the runway on takeoff. There is In that same year, the interior was improved. I guess this is one thing Ill investigate over the next year while flying high in my Cheyenne. The PA-31T finally was certified in May 1972. The Cheyenne 400LS is the largest and most powerful of Piper's turboprop twins, derived from the PA-31 Navajo. of the Cheyenne series, and Piper. You can see the left engine spinning down to a stop while the right engine slowly spools down and the crew exits. Piper Cheyenne Series Aircraft Information Built by Piper Aircraft, the Piper Cheyenne is a turboprop powered aircraft. Pressure differential is 5.5 psi for all three versions. The most severe case was attributed to improper paint stripping. It is an aeroplane that dies everything well. This and other systems were rationalized with the 1978 model year. Piper Cheyenne Series Questions - PPRuNe Forums Wing span (metric) 14.50 m. Length (metric) 13.20 m. Height (metric) 5.20 m. Powerplant. What does an overhaul cost, anyway? He replied that there were enough pilots who wanted a hot rod to keep it in business. The two most important areas are avionics and autopilot/flight control systems. 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 IIXL is best in terms of leg room for everyone. Are these big-engine Cheyennes as fast as they say? 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. 0000068334 00000 n Changes Many elements of the first Cheyenne fit the Mickey Mouse appellation that was applied to all Piper airplanes. Its frightening because these are uncertain times for all of us and were talking a lot of money here. Original PA-31T That, together with the obvious success of the Beech King Air and the troublesome big Lycomings on the P-Navajo, undoubtedly was a factor in the decision to develop a pressurized turboprop. The Garretts have sophisticated protection systems built in. 0000052081 00000 n Belvoir Media Group, LLC. By early models, we mean the original Cheyenne (later renamed Cheyenne II), the Cheyenne IA, and the stretched Cheyenne IIXL. aberration must have given rise to the big Cheyennes. The majority of the Cheyenne 400LS aircraft were fitted with nine seats, including a potty seat that can be completely enclosed by an accordion door neatly hidden in its furniture cabinet. When it came time to upgrade from our Cessna 340A, our primary mission of flying from Northern Virginia to South Florida had expanded to include transcontinental and European flights (as well as a flight around the world thrown on the bucket list for good measure). There is not a lot of competition to consider in this category. The IIXL is the winner in terms of payload/range and loading envelope. 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. in other turboprops. In service since 1984. apart from improving ground clearance, will increase the maximum speed the PA-42 - essentially a turboprop-powered Navajo. The airframes are rugged. 8 answers and 5413 views Jun 15 2004. 0000010000 00000 n It carries a big load in a comfortable cabin at high speeds for long distances on a miserly amount of fuel. 0000093388 00000 n 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. As a result, the passengers either froze or cooked, and there never seemed to be a good fix for that. The Cheyenne 400LS is powered by a pair of Honeywell/Allied Signal TPE331-14-801 . The turbine engines are so reliable that Ive the sense that, given my modest piloting skills, Id be safer in a single turbine than in a Baron. As the power is increased, the nose wheel oleo When you think about it, how can I justify taking the chance of just overhauling our own engines? The first Piper Cheyenne was flown in 1969 by essentially hanging two PT6 turbine engines on the Mojave. Save my name, email, and website in this browser for the next time I comment. g,!NA4 Have you ever heard of a King Air with Garrets. Speeds in excess of 400 MPH, 41,000 Foot Ceiling. Registration #: N142LS. Piper still stocks a lot of parts, but if a Cheyenne part is unavailable, Piper will still make you one. Copyright 2023 Flying Media. Piper is a strange company. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam. 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. One hundred seventy-seven flight hours from now, the engines on our 1980 Piper Cheyenne will reach TBO. In the case of the Meridian and the TBM, the airplanes are still in production, an important consideration when it comes to parts. The Cheyenne 400LS is a very stable IFR platform with the control inputs on the firm side. Fuel is carried in six tanks three interconnected tanks in each wing: a wet nacelle tank, and two bladder-type fuel cells. 0000042969 00000 n has contracted with Isaacman Associates. 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). We can fit our family and dog, or two couples, in it and go places in comfort and style. PAY4 Executive transport aircraft. PIPER Cheyenne 400. The instructors will put the pilot through aft-loading drills in the simulator, as well as many other things that are life-savers. History Whether internal disagreement affected development or not, the Cheyenne had a long gestation period. But unless something wonderfully unforeseen happens to our finances, I just dont have the cash. 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. A total of 526 aircraft were built. Your email address will not be published. This causes an unnaturally sharp pitchover and rapid speed buildup. first flew in October 1969. Studying the Pilot's manual Some pilots referred to the narrow windshield of the Cheyenne and P Navajo as a tank slit. INSTALATION AFTER 10 UP. The Piper Cheyenne 400LS, PA-42-1000 is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. 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. Noise level is about average for a turboprop. Gear Up: Time to Pay for the Piper - FLYING Magazine One item that Piper should not have used was the Janitrol heater. The 17-foot high tail also makes finding a T-hangar at most GA airports a challenge. A standard Cheyenne I came without wing-tip fuel tanks, but they were available as an option, and almost everyone anted up. For an aging airplane, the Cheyennes have remarkably few major maintenance problems or airworthiness directives. 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. 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. Ultimately, the superior pressurization system in the 400LS (under 10,000 feet at flight level 410) was paramount in the decision-making process to safely conduct international and oceanic flights above most weather and busy traffic altitudes, along with 50 KTS faster speed available on demand. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to The tradeoff was poor dynamic stability. 0000004648 00000 n They arent. On the whole, we are pleased with it. Electrical power is supplied by a 28 volt, direct current, negative ground electrical system. The electric aux heat works fine, but cant be used if the de-ice equipment is on, because of the electrical overload. They should be in maintenance costs, as well, so long as they are properly operated and maintained. 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. The available power of 620 SHP is too much for the configuration of the Cheyenne with loading toward the aft range. It uses [3] Variants[edit] Cheyenne III, model PA-42, equipped with Pratt & Whitney Canada PT6-41 engines The Piper PA-31T stability augmentation system (SAS) adds variable elevator force via a variable tension downspring. A review of briefs of the 56 accident and incident reports a typical five-year period include eight fatal accidents, two of which were in commercial T-1040s. Two 30 volt, 200 ampere, D.C. starter/generators in parallel provide torque for engine starting and generate D.C. electrical power. 1 answers and 1796 views Feb 23 2020. Cockpit organization and cockpit lighting also were improved. Ill never regret being responsible for her stewardship but I dont miss maintenance costs. The start sequence is fully automated. In the normal category all aerobatic maneuvers including spins are prohibited. to redesign the interior for greater actual. The first production Cheyenne III flew for the first time on May 18, 1979, and FAA certification was granted in early 1980. button. Piper Cheyenne 400LS: Outpacing the Test of Time Quick Look: Piper Cheyenne 400LS - AOPA 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. How do I know well get any of this money back, she asks. In December, the plant was shut. 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. @ (o$y=.d;n0 1. Click here to view the Piper PA-31T Cheyenne features guide. This model, designated the PA-31T-620, was manufactured from 1974 to 1977. It successfully smashed all the records in its class and set overall records to 6,000 and 12,000 meters. The numbers The PA-31T was produced from 1974 to 1983. As per the fifth paragraph in this article, 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. And yes, when Pratt & Whitney (now Pratt & Whitney Canada), manufacturer of the PT-6 went on strike during Beechcrafts production of the A-100 King Air, Beech made the necessary modifications to the airframe to accommodate the Garret Engine, calling it the B-100. However, as speed built up, so lateral stability improved and we were very Instead of competing with Cessna by No surprises there. Should we pay to overhaul the engines? His insight on actual ownership cost would be insightful. Aircraft Owners & Pilots Association Find it free on the store. Aircraft Owners & Pilots Association Find it free on the store. This reason they stop mfg chevenne 400Ls turboprop aor craft too. quickly at rotation speed where a firm rearwards application of the column Payments as low as . 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.