0000094113 00000 n 10 Comments. It is very difficult to keep the nose wheel off when landing in this condition. hb``e`R I've flown Piper Cheyenne I, II XL and 400LS a number of years ago. 0000012150 00000 n The original system had some problems, but modifications over the years seem to have helped. The imposing view is not just eye candy, eitherthis airplane has the performance to back it up. 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. 0000012730 00000 n Who are you using for service, and are you having trouble getting parts? The cheapest B models seem to hover around $1.4 million. There is enough to manage in a Cheyenne even in good weather that it definitely is in the category of a check list airplane. 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. Your email address will not be published. You've disabled JavaScript in your web browser. [3] Variants[edit] Cheyenne III, model PA-42, equipped with Pratt & Whitney Canada PT6-41 engines As interior improvements, including cockpit redesign and increased windshield area, were made, all occupants benefited. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. Earlier avionics and autopilots or flight control systems can present real headaches. The Cheyenne I is powered by two Pratt & Whitney PT6A-11 turboprop engines, each rated at 500 horsepower and with a maximum propeller speed of 2200 RPM. The company also makes what are called Speed Stacks, specially shaped exhaust stacks that are claimed to improve speed and reduce exhaust deposits on the aircraft. Dicks monthly Gear Up celebrates the human side of flying. My boss did the same: I wanted the King Air, but it was too costly then. 0000022418 00000 n Twin engine turboprop aircraft produced 1979-1993, "PA-42" redirects here. Careless support can bite in terms of airworthiness, higher cost and accelerated loss of value. 1985 Piper Cheyenne 400LS airplane for sale located in San Jose, California. They arent. In that same year, the interior was improved. button. 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. Upon arrival at our home airport (KJYO), it was love at first sight. shown on page 43; Piper hopes to display. The extra power had a destabilizing effect, and the lower weight led to aft-cg problems. A properly trained pilot will find it to be a very satisfactory airplane, except for the combustion heater problem. Most of us know the addictive qualities of aso.com, controller.com and Trade-A-Plane. The confusion started when Piper introduced a lower powered, lower cost turboprop and called it the Cheyenne I (PA-31T1). [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. Speed and range, of course. And I have invested a small fortune and an inconvenient amount of time to the replacement of all manner of gyros. This listing was posted on Jul 15, 2019. of propeller clearance. TVw "O a ra.Jl8;yq6%b\u6LKfT-2x2;mpxWN*mBthB^sRqqG5UPhN'f+2Y0V"!1? Only 24 -31T3 commuters were built in the roughly two year life span of the design. All provide enough options to permit loading (or off-loading, as the case may be) to keep weight and balance within the limits. And at 12,050 pounds MGTOW, it is approved for single-pilot operations without a type rating, although insurance companies require annual training. It carries a big load in a comfortable cabin at high speeds for long distances on a miserly amount of fuel. 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 I was scared off by the low production number, the low number still flying, and the possibility of having the airplane grounded for long periods or even permanently. The Cheyenne 400 is that rare exception to the compromises required in aircraft design. There is no major pattern. It can cruise at the same long-range speed over 1,842nmi (3,411km), 400nmi (740km) more; it can carry eight passengers farther than a King Air 200 while cruising 50kn (93km/h) faster. 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. 0000092671 00000 n However, there have been a number of elevator spar problems attributed to dissimilar metals (aluminum and steel). If the altitude-hold isnt turned on or isnt functioning, we simply dont fly above 230. The PIPER Cheyenne II, manufactured from 1974-1983, requires a 2 person crew and can transport up to 5 passengers. Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172 and Beechcraft Baron D55. 0000004128 00000 n A smaller-diameter, five-blade propeller is available via STC. He replied that there were enough pilots who wanted a hot rod to keep it in business. This is because there are more systems, including the SAS. The airframes are rugged. The yoke will beat your knees purple, especially in any sort of crosswind. This is the Best Cheyenne 400LS available. Visibility from the cockpit is a real shortcoming until the 1980 model year. 17 0 obj << /Linearized 1 /O 19 /H [ 1122 283 ] /L 38316 /E 23523 /N 5 /T 37858 >> endobj xref 17 36 0000000016 00000 n 0000001067 00000 n 0000001405 00000 n 0000001612 00000 n 0000001748 00000 n 0000002090 00000 n 0000002404 00000 n 0000006240 00000 n 0000006446 00000 n 0000007290 00000 n 0000007475 00000 n 0000007966 00000 n 0000008485 00000 n 0000008975 00000 n 0000009725 00000 n 0000010134 00000 n 0000017979 00000 n 0000018000 00000 n 0000018781 00000 n 0000018802 00000 n 0000019444 00000 n 0000019465 00000 n 0000020118 00000 n 0000020139 00000 n 0000020727 00000 n 0000020748 00000 n 0000021428 00000 n 0000021449 00000 n 0000022091 00000 n 0000022200 00000 n 0000022221 00000 n 0000022916 00000 n 0000022937 00000 n 0000023294 00000 n 0000001122 00000 n 0000001384 00000 n trailer << /Size 53 /Info 16 0 R /Root 18 0 R /Prev 37848 /ID[] >> startxref 0 %%EOF 18 0 obj << /Type /Catalog /Pages 15 0 R >> endobj 51 0 obj << /S 120 /Filter /FlateDecode /Length 52 0 R >> stream It carries more and further and does it all for about half the cost of a comparable bizjet. business class section of a Boeing 727. Design work began in 1965 (the PA-31P pressurized Navajo was in development at the same time). For a large number of buyers, the early models of Pipers Cheyenne series fulfill these requirements. Dick Karl is a cancer surgeon who appreciates the beauty and science involved in both surgery and flying. Interior appearance and quality were improved with time, especially in the last two or three years of production as Piper learned to deal with the upscale corporate market. -n!Zf`Wb | 9jL+_.6b|*3CY>D{}cLtGc"N%%y,IgR?/Mp6e>oBN)RLsSp#fS-4[4TkH-%K]u*[44Y#n 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. Pressure differential is 5.5 psi for all three versions. 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. Shortly thereafter, of course, all but the IIIA and IV were gone forever and the issue became moot for all but those odd creatures, the customers, many of whom suffer name confusion to this day. Maintenance Steve Magginetti is service coordinator for Corporate Air Technology of San Jose, Cal. 0000107367 00000 n 0000069142 00000 n If maximum cabin space is an issue, the IIXL is the best bet. strengthened and lengthened, the props are huge paddle-blades with a But take a high-performance turboprop twin at a bargain-basement price, add a macho pilot with limited experience and training, then toss in an engine failure, IFR weather, or any kind of distraction. Talk about paying for the Piper. Pilot comfort, however, is less than satisfactory because it is cramped and the yoke constantly gets in the way of the pilots knees. 0000013168 00000 n In ground handling and during cross-wind operations it is especially troublesome, since it fights the desired control inputs. Careless operation has the obvious consequences. Even if misuse or abuse of a system or poor procedures dont lead to an incident or accident, improper operation can easily lead to unserviceability and increased maintenance cost. Airline: Private. For an aging airplane, the Cheyennes have remarkably few major maintenance problems or airworthiness directives. 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. Same for the props. Because of the reduced power, initial climb rate dropped by almost 1,000 fpm compared to the original model, and maximum cruise speed fell by 40 knots. 0000022771 00000 n Building a turboprop isnt as simple as hanging a pair of PT6s on a piston airframe, as Piper found out with the Cheyenne. %%EOF 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). blowing straight down the large tailpipe makes it harder for the heat to 0000010782 00000 n A further, operational change was mandated for the PA-31T when Piper applied to increase the maximum operating altitude from 29,000 to 31,000 feet. 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. Proper loading is a key issue in the operation of any of the PA-31T series, most especially with the original Cheyenne. 91 or F.A.R 135. 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. 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. Requirement is for 1600nm IFR range with 2 pilots and 1100lbs of payload. and apparent space. Uploaded: 2022-07-05. Full flap speed is 148. The power is reduced if leveling off below 25,000 feet to avoid over-speeding, as well as during descent and landing. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. Engine limiters take care of torque and temperatures with minor pilot input, if any. The fuselage is limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits.[3]. Today, the 400LS averages a purchase price under $1 million, with total fixed and variable hourly operating expenses of $1,500. I find this overhaul prospect both financially frightening and, in another sense, slightly ironic. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. So here is a brief scorecard. Full power is set for takeoff and can be maintained all the way up to altitude and cruise. This and other systems were rationalized with the 1978 model year. 0000094577 00000 n ADCAAAv3X23,ft0>!A ,/dtD'0` lC$hPgso25M```-'AAy6cl 33f\5Q[7nlSzRNL`@%#K .2, Y7o Viewed from the front, the 400LS has perhaps the most exemplary impression of raw power of any airplane. Holding the column with my left hand, I tried a gentle turn and was At 13% Ng, the engines light 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. 0000082556 00000 n Although the undercarriage legs have been There is a lot to recommend the single turboprops. The original version of the SAS addressed this problem, but the bugaboo of dynamic stability remained. Mike and Bill are known advisors, and they arent selling me anything, so I feel at home with their advice. However, like the archetypal nerd in an action movie, 0000011808 00000 n It explains the jet-like climb rate of 3,200 feet per minute at max takeoff weight, a cruise speed of 350 knots, and a service ceiling of FL410. Turboprop Aircraft. Owner is Motivated and will entertain offers. 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. Another good source is Mike Shafer, president of Mercury Aircraft Sales in Sarasota, Florida. Flight test - Piper Cheyenne 400LS - PlaneCheck Piper still stocks a lot of parts, but if a Cheyenne part is unavailable, Piper will still make you one. There are two major branches to the design family. 0000094308 00000 n But unless something wonderfully unforeseen happens to our finances, I just dont have the cash. Even if your insurance company were willing to let you get away without top notch training, you should get it. The Piper 400LS has everything I am looking for. 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. As the power is increased, the nose wheel oleo Or both. Theres no question that the Meridian is a lot smaller than our Cheyenne. Cheyenne 400LS PA 42 1000 for Sale - Globalair.com Quality and quality control were not characteristics widely associated with Piper products of the time. 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).
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