However, like the archetypal nerd in an action movie, Our problem is that the right engine from day one has periodically and suddenly lost two or three quarts of oil. Piper Cheyenne Series Aircraft Information Built by Piper Aircraft, the Piper Cheyenne is a turboprop powered aircraft. 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. Earlier avionics and autopilots or flight control systems can present real headaches. The King Air models did not win the speed race but won big on their luxurious interiors and ramp presence. 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. strengthened and lengthened, the props are huge paddle-blades with a This information comes to you, they say, once your engine is in pieces on the shop floor. Taxiing is straightforward and with the checks The Cheyenne 400 is that rare exception to the compromises required in aircraft design. To me theyre a lot. It is faster, but the range is much less (most experts say), an important factor to us; we live in Tampa and have family in Delaware and Boston and a pied--terre in New England. 269 0 obj <>stream Some of the original Cheyenne tooling was lost and this limits Piper's ability to fabricate replacement parts. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. The Cheyenne 400 is that rare exception to the compromises required in An A version, with improved nacelles, was in development when Lock Haven was shut down. 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. It is powered by PT6A-135s rated at the same 620 SHP as the Cheyenne II but features a stretched fuselage. The I is approved for a maximum of seven seats. Swearingen to develop the Twin Comanche. Problem with instalation. 0000013382 00000 n 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. 0000093310 00000 n These trips can often be made nonstop in our Cheyenne, but a Meridian would require a stop for almost all of them. 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. Magginetti notes: comparing the Cheyenne to other turboprops in its class (it) compares wellmaintenance costs are equal or less than that of the King Air, Conquest or Fairchild Merlins. ). The original version of the SAS addressed this problem, but the bugaboo of dynamic stability remained. Structurally, they have weathered well over the years. executive turbine fraternity. The first Piper Cheyenne was flown in 1969 by essentially hanging two PT6 turbine engines on the Mojave. Comfort Pilot and passenger comfort improved as the series was developed. The IIXL is best in terms of leg room for everyone. 0000014139 00000 n Of course, high on the list of importance is speed. the finished product this month. I know this airplane. 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. I remember reading a Richard Collins column years ago in which he described the number of yellow legal pads he used up while deciding on the Cessna P210 he ultimately bought and flew for 8,000 hours. Piper management was slow to accept the turboprop engine; some members of the Piper family were said to be set against it. Ill never regret being responsible for her stewardship but I dont miss maintenance costs. PIPER 400LS. Same for the props. On the longitudinal axis, bobweights and downsprings are the most common. During certification, longitudinal stability was an issue, and an elaborate "stability augmentation system" (SAS) was installed in the II series.. Corrosion of the airframe has been rare, thanks to Pipers use of extensive anti-corrosion treatments and epoxy primers. Cheyennes I and II were manufactured from 1978 to 1983. He writes that his facility currently supports about 20 Cheyennes along with a number of other turboprops. Technical Data. The original system had some problems, but modifications over the years seem to have helped. The Piper Cheyenne 400LS is uniquely positioned to adapt to our various missions in payload, distance and speed. Most of the other accidents can be related to pilot action or inaction (the largest single category is landing gear up with no mechanical malfunction). 0000094577 00000 n 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. PAY4 Executive transport aircraft. What could. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. the company would, completely out of character, do something either The Garretts have sophisticated protection systems built in. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. But Ill tell you honestly, I still crave that 400LS! The original Cheyenne is designated PA-31T. The fuselageis limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits. 0000013910 00000 n Click here to view the Piper PA-31T Cheyenne features guide. 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. cut-off buttons should the temperatures exceed the 820 limit. I just saw a perfectly flyable Beechjet get parted out because the cost of the upcoming service interval essentially totaled the aircraft. Oh, my, would I love one. The two most important areas are avionics and autopilot/flight control systems. The 400LS is the only twin-engine turboprop that can outperform single and twin-engine civilian turbine and light jets in door to door speed and piston twins in efficiency for a given payload. That problem is the phugoid stability. &-rV9|=O`3A#%aYIo\*&q"b{TE=V>?A^gfXmLHYcEVO>kLRQD/RUGFjHvVIEs`/> Oz:e=*Pa:VxJ$:HdkDG-f qk/Wu`+p&}y>aV[j[}5jv[l_Pc`%)3>_o0ymCUkMu"'e:^s,c \JgJ30 z. In October of 2019, with four occupants, we traveled through Canada, Greenland, Iceland, Ireland, Italy and back to Leesburg. legal hyenas and their pursuit of product liability claims. Standard operating procedure Apart from the inevitable abrasion 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. 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 first production Cheyenne III flew for the first time on May 18, 1979, and FAA certification was granted in early 1980. Major design revisions were made, and in October 1969 the prototype PA-31T-essentially a PA-31P with turboshaft engines-flew. If you're stepping up from a Seneca, the 400LS is too far away, too dicey to handle (at least on the t/o-run), too expensive to operate and with parts difficult to locate (only 45 built - 2 known crashes). 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. What is the maintenance cost on the Cheyenne? Design work on the Cheyenne began in 1965 as a turboprop-powered version of Pipers Pressurized Navajo. Thats about 13 months away, given our average yearly flying. Ours is one of only 44 total Cheyenne 400LS models built by Piper Aircraft between 1984 and 1992. Registration #: N142LS. 0000042996 00000 n Upon arrival at our home airport (KJYO), it was love at first sight. It takes just a few minutes to climb to the flight levels and the speed/economy gains at those altitudes make it worthwhile. Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172 and Beechcraft Baron D55. Gear extension speed is 153 KIAS (but Vlo-retract is 139). As you were browsing something about your browser made us think you were a bot. The longitudinal stability characteristics and the SAS were fully covered in the November 1, 1981 issue of The Aviation Consumer. The IIXL is the winner in terms of payload/range and loading envelope. At 24,000 feet, such an alteration results in a speed increase from 229 to 275 knots. View photos, ownership, registration history, and more. He replied that there were enough pilots who wanted a hot rod to keep it in business. We knew they were coming and prepared for them. 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. I believe they only built 44 of them. It was completed in November. 0000008359 00000 n business class section of a Boeing 727. It pays to experiment (but dont judge the affects just by the pilots reaction. Piper's advertising blurb claims it is quieter than the The tradeoff was poor dynamic stability. The 90 series King Airs and the Cessna 425 Conquest I are the only other similar airplanes in the PT6-powered category. A fleet of this size does not provide the manufacturer and maintenance shops enough incentives to produce parts and specialized maintenance support. Save my name, email, and website in this browser for the next time I comment. It tends to be tail-heavy. It uses less runway, climbs and cruises faster than many pure jets. little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the -n!Zf`Wb | 9jL+_.6b|*3CY>D{}cLtGc"N%%y,IgR?/Mp6e>oBN)RLsSp#fS-4[4TkH-%K]u*[44Y#n However, as speed built up, so lateral stability improved and we were very 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. 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. Trim must be run to fully nose up during the final approach and then conscious effort made to put in sufficient, gradual up elevator (gradual to keep from ballooning) to touch down on the main gear. Their advice is dont do anything yet. 0000179961 00000 n The aircraft has a maximum operating altitude of 31,000', a normal cruise speed of 260 KTS/299 MPH, and a 928 NM/1,068 SM seats-full range. The extra power had a destabilizing effect, and the lower weight led to aft-cg problems. Indeed, the 1980 Cheyenne, which was Although becoming an Earth-rounder has been postponed by the COVID-19 crisis, we are looking forward to completing the mission in a post-pandemic world. Although the undercarriage legs have been A friend and I seriously considered a Cheyenne a couple of years ago and I still think a Merlin would be a decent choice for what were doing. Maximum speed for extension of the first notch of flaps (15 degrees), or Vfe, is 181 KIAS. The Piper PA-42 Cheyenne is a turboprop aircraft built by Piper Aircraft. The PA-31T3 is a hybrid of the Navajo Chieftain (unpressurized) fuselage with the flying surfaces and engines of the Cheyenne I. 0000013855 00000 n Think it would meet your range requirements. 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. Aircraft Owners & Pilots Association Find it free on the store. Taking your Cheyenne to just any good technician could result in missing one or more procedures. Piper used panel mounted King Silver Crown avionics in the I, a departure from tradition to achieve the price objective. Used Turbine Review: Cheyennes: The I, IA, II, AND IIXL Weve done the interior its still beautiful and painted the airplane in colors we like. 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. less runway, climbs and cruises faster than many pure jets. Building a turboprop isnt as simple as hanging a pair of PT6s on a piston airframe, as Piper found out with the Cheyenne. [3] It can climb directly to FL 410 at its 12,050lb (5,470kg) MTOW and typical single-pilot BOWs are 7,8507,900lb (3,5603,580kg). 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. 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. How do I know well get any of this money back, she asks. endstream endobj 189 0 obj <>stream There is not a lot of competition to consider in this category. They put it into a lot of strips that couldnt accommodate other turboprops and a large number of piston twins. 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. I find this overhaul prospect both financially frightening and, in another sense, slightly ironic. When you think about it, how can I justify taking the chance of just overhauling our own engines? Two 30 volt, 200 ampere, D.C. starter/generators in parallel provide torque for engine starting and generate D.C. electrical power. Click here to view charts for Resale Values, Payload Compared and Prices Compared, Click here to view the Piper PA-31T Cheyenne features guide, Shopping For A Seaplane: Pick A Price Point. Interior cabin space is a frequent criticism. From 1973 to 1974 America faced an oil crisis, driving fuel prices through the roof. The Cheyenne 400LS is the largest and most powerful of Piper's turboprop twins, derived from the PA-31 Navajo. Piper was never noted for sophisticated engineering. All three can carry a good payload and sufficient fuel for from 900 to 1,000 nm with reserves. The FAA code as written when the Cheyenne was developed called only for positive static longitudinal stability. I test flew two Cheyenne 400LSs and loved them. 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. outrageous or brilliant or both. Empty weight is 6837 lb (3101 kg) and maximum takeoff weight is 11,200 lb (5080 kg). And the TBM? 0000002458 00000 n 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. There is no major pattern. There is There is a lot to the proper care of the rest of the airplane, too. What would I like to improve? ].i{R8:eozN./s+rSr}_" F"hBbA*9.H[bAF,%VxEp!deBBYaf9'g%FKF8x{SCZ Q0n=\CN*k5h._5cg)xw`u4 Jl3lHPEt The Honeywell (Garrett) TPE331-14 engine and its fuel control unit are controlled by a computer for ease of operations. The Cheyenne 400LS is a very stable IFR platform with the control inputs on the firm side. Once transition is complete, the basic task of flying is fairly simple so long as you keep everything within the envelope (although many pilots have commented on the pitch sensitivity of the PA-31T even with everything in bounds). The SAS is essentially an addition to the flight controls that is supposed to overcome the poor static stability of the original airplane. 0000009642 00000 n It successfully smashed all the records in its class and set overall records to 6,000 and 12,000 meters. I just happened on this article. thanks again. compresses and clearance decreases. of propeller clearance. The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position. The T-tail towers over the package to balance out the huge props. Owner Comments My company has flown a 1983 Cheyenne I for two years now and we have over 900 hours on it. As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. 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. Payments as low as . Deliveries of production Cheyenne IIIs began on June 30, 1980. Indeed, the 1980 Cheyenne, which was The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. [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. Ground handling is easy and straightforward, but taxiing will result in two very bruised knees if any sharp turns are required. 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. developing a pure jet, Piper chose to leap ahead of Cessna by developing What does an overhaul cost, anyway? The 17-foot high tail also makes finding a T-hangar at most GA airports a challenge. 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. 0000094113 00000 n 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. With the post start checks complete, it was apparent the engines produce a Early versions tend to be dark and cramped. 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. The Cheyenne I, with 189 sales formed a solid niche but was no match for the IIs impressive sales record of 343 airplanes. Its a shame Piper stopped manufacturing the PA42-1000 in 1992 due to a continuing economic downturn, forcing most aircraft manufacturers into bankruptcy. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. after the King Air was launched. The TBM is smaller than the Cheyenne and has no potty, but you get there so quickly, Im sure I can hold on long enough. 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. 0000144133 00000 n 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). Perhaps this is because we came out of a 602P Aerostar with a multiplicity of problems and had experienced every in-flight emergency possible with it. So the whole package can push $700,000. Maximum operating weight is 500 pounds higher than the Cheyenne II. 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. The PA-42 Cheyenne III was announced in September 1977. What about putting Cheyenne II engines (PT6-28s) on our Cheyenne I? 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. Magginetti mentions cabin heaters, torque indicating systems and the PA-31Ts SAS as systems that require higher than average attention. Reproduction in whole or in part without permission is prohibited. A IA was the last airplane built at Pipers Lock Haven plant. 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. What about a jet-prop? On this particular aircraft, the most stable ILS approaches are flown at 140 knots, in order to keep the phugoid from becoming a problem. Its possible to fill up all eight of the IIXLs seats (with 170-pounders, that is), put 200 pounds each in the nose and aft baggage areas, still be within the loading envelope, and be just 20 gallons shy of full fuel. The difference between the left front seat and a cabin chair can be substantial, especially if propeller-induced vibration is being transmitted from the aft fuselage). %%EOF [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). An angle-of-attack sensor is mounted on the nose, and is connected to a downspring. 0000147953 00000 n The Navajo airframe was fitted out with 620-shaft-horsepower Pratt & Whitney PT6A-28 engines, given a pair of 30 gallon wing-tip fuel tanks, and certified in May 1972. 0000094191 00000 n Physical dimensions are the same as the PA-31T except that the basic airplane wingspan is two feet shorter (40 feet, 8 inches versus 42 feet, 8 inches) because in standard form it does not have tip tanks (although most purchasers opted for them). 0000042969 00000 n 0000052341 00000 n Who are you using for service, and are you having trouble getting parts? The lack of suitable piston engines, however, was a major factor in the failure of Pipers own Fat Albert, the Pocono. %PDF-1.4 % by a remarkable 60 knots to well over 400 knots. AGREE! 0000082556 00000 n The 400LS has 100-hour inspection intervals, engine midlife inspections are due at 1,500 hours and overhaulscome at 3,000 hours. The airplane is fast and dependable and has a somewhat undeserved bad reputation arising out of its short-coupled fuselage and somewhat poor stability. Chevenne 400 Ls with 5 blade perpillers has 1000 h.p engines too. There are two major branches to the design family. 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. Many products featured on this site were editorially chosen. My first instinct was to check the autopilot wasn't on. Twin engine turboprop aircraft produced 1979-1993, "PA-42" redirects here. The Cheyenne could not compete with Cessna Conquest IIs top speed of 300 KTS, service ceiling of 35,000 feet and higher payload. Mike and Bill are known advisors, and they arent selling me anything, so I feel at home with their advice. 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! hbbbd`b``3 0@ Y Pipers Cheyenne 400LS is one of those rare airplanes that has few compromises. I flew the 400LS for a spell. quickly at rotation speed where a firm rearwards application of the column HUMo@W19t]TYjP &1=HR HucfsO%pH/PKI-Ac@UMVpV" euht/V.:zM#5&&N3Degj\_4%:!8OPqbU:~077fa@" Y Quality and quality control were not characteristics widely associated with Piper products of the time. The Cheyenne I was certified in March, 1978. 0000022670 00000 n 0000022418 00000 n Learn how your comment data is processed. 0 t 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. Best/worst Compared to the mainstay of the turboprop fleet, the King Air series, any of the Cheyenne series is a bargain. Price: USD $1,300,000. I wound up in a Conquest II, s/n 155 so there arent a lot of those either but there are a lot more than the Cheyenne. There were some cabin changes but that was about it. complete we lined up on Lanseria's runway 06. 0000107367 00000 n The problem is essentially that 0000022771 00000 n 820 degrees C and it is necessary to have fingers poised over the fuel Some people think the Cheyenne I is a better airplane because it has no SAS system. CHEYENNE 400LS SPECIFICATIONS & PERFORMANCE PERFORMANCE STANDARD ATMOSPHERE CONDITIONS CRUISE SPEEDS - TAS TAKE-OFF DISTANCE Mid-Cruise weight (10,000 lbs) Normal procedures at 12,050 lbs (5466 kg) (Maximum cruise power) Lift-off speed (IAS) 107 kts (198 kph) 24,000 ft (7315 m) 351 kts (650 kph) Ground run 1425 ft (434 m) .

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