The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. 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. Mu2 fits the bill. The Negative Torque Sensing feature provides a level of safety similar to autofeather, reducing prop drag by approximately 80 percent in case an engine is lost immediately after takeoff. The cabin lacks the headroom of a King Air, but large windows help give it a more airy feeling. At the same time, the original Cheyenne was renamed the Cheyenne II. Reproduction in whole or in part without permission is prohibited. 0000002637 00000 n thanks again. 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 products featured on this site were editorially chosen. Engine gauges are monitored for safety. 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. A IA was the last airplane built at Pipers Lock Haven plant. button. 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. Big PT6-135As, bursting with 750 horses each, can be bolted onto the Cheyenne I. After completing the CAPTCHA below, you will immediately regain access to the site again. Initial rate of climb was about 6,000 feet per minute at the light weight used for the record flight. Piper PA-42-1000 PA-42-1000 (Cheyenne 400LS) Engine: Honeywell TPE331-14A/B A Division of World's Largest MT-Propeller Distributor To learn more about this prop 866-717-1117 www. 269 0 obj <>stream of the manual under: 'Tips for operators'. However, this doesnt mean it is simple. 0000008359 00000 n A standard Cheyenne I came without wing-tip fuel tanks, but they were available as an option, and almost everyone anted up. The King Air models did not win the speed race but won big on their luxurious interiors and ramp presence. The -31T1 was in production from 1978 to 1984; 215 I and IAs were built. So long as the propellers are balanced and the synchrophaser is in good trim (and the pilot knows how to use it correctly), in cruise the interior is quite comfortable. The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position. What about putting Cheyenne II engines (PT6-28s) on our Cheyenne I? There is no SAS or other device required on the I/IA or IIXL. The original system had some problems, but modifications over the years seem to have helped. Even the FAA admitted confusion, requesting distinguishing designations between the Cheyenne and Navajo (too many different PA-31s) for air traffic controllers and even issuing an AD to nail down the designation of the Cheyenne I. Piper itself publicly confessed its confusion in a variety of ways. 0000042996 00000 n A power-to-weight ratio of 6 pounds/horsepower speaks volumes about the performance capabilities of the 400LS. PDF Piper PA-42-1000 - McFarlane Aviation PIPER CHEYENNE 400LS Aircraft For Sale - Controller.com The electric aux heat works fine, but cant be used if the de-ice equipment is on, because of the electrical overload. N7222F boasts RVSM approval, ADSB-In and Out, Garmin Active Traffic, weather radar, two G600s and two GTN750s completely integrated with the original jet-level Collins APS 65 Autopilot, bringing its automation to 21st century standards. The right and left furl systems are independent of each other and are connected only when a crossfeed system is activated. 0000022771 00000 n [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 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). 0000093767 00000 n The IIXL is best in terms of leg room for everyone. executive turbine fraternity. 0000014061 00000 n The Cheyenne is no slouch in the cruise department, either. Turboprop Aircraft. In December, the plant was shut. Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. Standard operating procedure He writes that his facility currently supports about 20 Cheyennes along with a number of other turboprops. 1C::_DbFgQPF:y$mtC1EwBR}Ui`*DQh&KSPm{hnh'ZSO,4E=Tg:v(Npx.:I'=. Have you ever heard of a King Air with Garrets. The continual struggles to remain afloat at Piper can be attributed to Great aircraft, fast, long range and goes high had several times after traffic was given as twin turboprop at FL 410 disbelieving B747 drivers. 0000151773 00000 n %PDF-1.4 % The original version of the SAS addressed this problem, but the bugaboo of dynamic stability remained. these blades will suffer when used on dirt airstrips, the clearance has Thats a recipe for a bad accident rate. 0000068591 00000 n I have never flown an aircraft that requires so much yoke movement to hand-fly above FL 230. Gear and flap speeds are sufficiently high to fit in to a wide range of traffic situations. 1. The Cheyenne and other sophisticated, high performance airplanes will each your lunch and/or your purse. 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. In ground handling and during cross-wind operations it is especially troublesome, since it fights the desired control inputs. This is better than the Extra 300s 6.3 pounds/horsepower and the 7.3 pounds/horsepower of the spirited Beechcraft King Air F90. In the meantime, look for a pair of low-time engines (either -11s, -28s or, improbably, -135As) that we might pick up at a great price. Our problem is that the right engine from day one has periodically and suddenly lost two or three quarts of oil. ]m3IfeRCo~*k#'1LT=LzV_eWs4zSbXA? Original PA-31T I don't have experience of flying any but from what I do know, the LS400 will climb much higher and appears to be a more 'normal' and comfortable airplane to operate. 0000043582 00000 n I find an airplane I like, switch to flightaware.com and check out the ground speeds on several trips. legal hyenas and their pursuit of product liability claims. It was completed in November. Its a shame Piper stopped manufacturing the PA42-1000 in 1992 due to a continuing economic downturn, forcing most aircraft manufacturers into bankruptcy. They put it into a lot of strips that couldnt accommodate other turboprops and a large number of piston twins. Aircraft Owners & Pilots Association Find it free on the store. There is a lot to recommend the single turboprops. Many of the systems are not as well designed and organized as in later airplanes and because of the affects of age (not to mention abuse and neglect). Thomas A. Horne, AOPA Pilot, June 1993. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. The imposing view is not just eye candy, eitherthis airplane has the performance to back it up. 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. 0000013013 00000 n Indeed, the 1980 Cheyenne, which was It is noteworthy that there have been few reported problems with corrosion. Major design revisions were made, and in October 1969 the prototype PA-31T-essentially a PA-31P with turboshaft engines-flew. 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. 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). and apparent space. Taking your Cheyenne to just any good technician could result in missing one or more procedures. About that SAS As noted above, Pipers artificial and marginal fix to the longitudinal instability of the original Cheyenne turned into a blot on the entire series. Language links are at the top of the page across from the title. Oh, my, would I love one. of limits parameters as well as taking vital signs every time you push the Other records later set by the 400LS, again piloted by Yeager in 400LS N4118Y (later reregistered as N46HL) for the C-1e Group 2 class, were: Miami-to-Boston, Miami-to-New York City, San Francisco-to-Charleston, West Virginia, San Francisco-to-Cincinnati, San Francisco-to-Los Angeles, New York City-to-Paris, Washington, DC-to-Paris and Gander-Paris. Their advice is dont do anything yet. The eighth seat sits partly in front of the door and partly in the rear cabin baggage compartment. The PA-31T requires more of pilots than the -31T1 or -31T2 in terms of systems knowledge, planning and in-flight management. Frequently it would fail to light up during climbout or at cruising altitudes. In one of the other forums, someone was asking about classic Lears vs Falcon 10. basically a re-engined piston pressurised PA-31P Navajo. Two feet were added forward of the wing leading edge. Start your free trial today! Cheyenne 400LS PA 42 1000 for Sale - Globalair.com 0000042281 00000 n Earlier avionics and autopilots or flight control systems can present real headaches. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam. The Cheyennes are a relative bargain in both initial price and operating costs. largely immune to the light aircraft market vagaries wrought over by The dominating features are the pair of broad Dowty 0000068334 00000 n The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. Remote mounted avionics were considered mandatory in turbine powered airplanes. These flag hot starts and other out Long-legged pilots are a bit jammed into the cockpit, especially in models with gussied-up interiors such as cabin dividers and refreshment centers which tend to impose on cockpit chair movement range most. The original Cheyenne is designated PA-31T. We knew they were coming and prepared for them. In the worst accident in terms of loss of life, seven people were killed when an ATP took off in a IIXL and tried to scud run but hit the side of a mountain. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. Maintenance Steve Magginetti is service coordinator for Corporate Air Technology of San Jose, Cal. Chevenne 400 Ls with 5 blade perpillers has 1000 h.p engines too. 0000043747 00000 n Each inboard main cell has two submerged boost pumps to supply fuel to the engine. Talk about paying for the Piper. Ground handling is easy and straightforward, but taxiing will result in two very bruised knees if any sharp turns are required. The RVSM kit for KFC-400 equipped 400LS aircraft sells for $159,000 installed and includes a new Thommen AC-32 Air Data Computer and Thommen AD-32 Digital Altimeter, pitot-static plumbing and . This seems like a time for study, contemplation, analysis and thoughtful decision-making. The next month, the flood hit. Maybe we should get another airplane. In this condition, you could take off, climb to 29,000 ft, cruise at 250 KTAS or so, and have an IFR range of about 1,170 nautical miles and an endurance of 4 hours 30 minutes. has been used twice. I believe they only built 44 of them. I guess this is one thing Ill investigate over the next year while flying high in my Cheyenne. How do I know well get any of this money back, she asks. ].i{R8:eozN./s+rSr}_" F"hBbA*9.H[bAF,%VxEp!deBBYaf9'g%FKF8x{SCZ Q0n=\CN*k5h._5cg)xw`u4 Jl3lHPEt It is very difficult to keep the nose wheel off when landing in this condition. executive turbine fraternity. These airplanes are fast, efficient and beautiful. ADCAAAv3X23,ft0>!A ,/dtD'0` lC$hPgso25M```-'AAy6cl 33f\5Q[7nlSzRNL`@%#K .2, Y7o In October of 2019, with four occupants, we traveled through Canada, Greenland, Iceland, Ireland, Italy and back to Leesburg. business class section of a Boeing 727. With the Cheyenne, on the other hand, we have had no downtime for maintenance whatsoever, except for the regular scheduled inspections. All provide reasonable comfort for average and even slightly longer or wider people. The PA-31T finally was certified in May 1972. This is the Best Cheyenne 400LS available. And the TBM? 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! Only three ADs apply specifically to the I and none to the IIXL, although most apply to all three. The fuel system for the turbine powered PA-31T1 has a total capacity of 308 U.S. gallons. trailer 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). The two most important areas are avionics and autopilot/flight control systems. Unfortunately, only about 45 were made, making it a rare hot rod indeed. mwP:5L6r+,I-$X2ijbj)Q]B3ZFTV_ e V'&xT$,lFR/oFN`rX\Kil! W7 }/T]ip'Dl~ Insulation and trim was changed to increase finished interior dimensions. More powerful and faster airliner development of PA-42-720 Cheyenne 3. The Cheyenne II is a bit of a handful, and not one in which a low-time or untrained pilot moving up from piston engines should fool around without first-class training. Corrosion of the airframe has been rare, thanks to Pipers use of extensive anti-corrosion treatments and epoxy primers. Copy & paste the "PA-42 Piper Cheyenne 400LS" folder into your Airplanes folder located by default as below: OS (C)/Program Files(x86)/Microsoft Games/Microsoft Flight Simulator X/SimObjects/Airplanes . Bills a no-nonsense guy with a way of cutting through the noise to get to the essence of a choice. 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. At all phases of flight, the cabin noise was less than I remember it being It was costly close to $40,000. 0000012901 00000 n For an aging airplane, the Cheyennes have remarkably few major maintenance problems or airworthiness directives. The Cheyenne 400LS is a very stable IFR platform with the control inputs on the firm side. This same engine takes seven seconds to go from idle to full power. 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 $370,000. These are the PA-31T series, or Cheyenne/II, Cheyenne I/IA and Cheyenne IIXL (plus an unpressurized hybrid developed for the air taxi and commuter markets, the PA-31T3 or T-1040) and the PA-42 series, which consists of the T-tailed and longer-fuselage Cheyenne III/IIIA and Cheyenne IV/400LS. Maximum operating altitude for the I and II was 29,000 feet, but in 1983 the II was approved for 31,000, as was the IIXL. 0000007680 00000 n Piper Cheyenne III & IIIA | Business Jet Traveler Another good source is Mike Shafer, president of Mercury Aircraft Sales in Sarasota, Florida. HVMo0WfSd@ qaz{!m"[XO_ 'H'Si>'&YU,6{6e_6Wv?oXZEdMgKif40w_jI)B-a?ffd$d^SD'": 0000082556 00000 n Full power is set for takeoff and can be maintained all the way up to altitude and cruise. Registration #: N142LS. 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. During certification, longitudinal stability was an issue, and an elaborate "stability augmentation system" (SAS) was installed in the II series.. Written by Twin and Turbine Magazine A number of companies also use the aircraft as part of fractional ownership programs. 0000012416 00000 n Most are outfitted with nine seats, including the pilot. They can be awful tempting given the low purchase price, but they are priced that low for a reason. Additional information is available in this. He replied that there were enough pilots who wanted a hot rod to keep it in business. 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. 0000052341 00000 n An A version, with improved nacelles, was in development when Lock Haven was shut down. The average Janitrol event costs about $2,000, which includes a deep-cycle charging of the ni-cad batteries. The Garretts have sophisticated protection systems built in. Many aircraft including the 400LS were put to the wayside never to be manufactured again. Dubbed the T-1040, it was developed as part of Pipers air taxi/commuter marketing effort and certified in 1982. 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 The Cheyenne 400 is that rare exception to the compromises required in My retirement account is a shadow of its former self. You can even see the horizontal stabilizer. 0000013855 00000 n J. Lynn Helms became the boss that same year. I have also been looking at the commander 1000/900. Torque limiters protect the engines from injudicious applications of power Magginetti mentions cabin heaters, torque indicating systems and the PA-31Ts SAS as systems that require higher than average attention. off and attention must then be shifted to the EGTs. to redesign the interior for greater actual. They are a little older and definitely cheaper. Piper still stocks a lot of parts, but if a Cheyenne part is unavailable, Piper will still make you one. PA-42 Pipper Cheyenne 400LS -Instalation - Fly Away Simulation comes in. 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. What Does a Pilot Require To Remain Current in an Aircraft Requiring a Type Rating? 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. This equates to six adults and 250 pounds of luggage. 181 0 obj <> endobj There is little or nothing to attribute to the PA-31T design in these accidents. The IIXL is also the most versatile load-hauler of the all the early Cheyennes. 0000093388 00000 n One of the most annoying characteristics of the Cheyenne is caused by the aileron/rudder interconnect. The PA-42 Cheyenne III was announced in September 1977. The resulting aircraft included the Cheyenne I (500 SHP engine to eliminate the troublesome stick shaker), Cheyenne II (620 SHP PT6s and a stick shaker), Cheyenne IIXL (750 SHP PT6s de-rated to 620 SHP and 18-inch longer fuselage), and Cheyenne III and IIIA (720 SHP PT6A-41s and -61s, nine seats and a T-tail). The tradeoff was poor dynamic stability. Please contact Mike Shafer (315) 415-0401. <<43087BFE760D084A93D684AE8A160064>]/Prev 302018/XRefStm 2458>> Changes Many elements of the first Cheyenne fit the Mickey Mouse appellation that was applied to all Piper airplanes. Start your free trial today! Sure, you burn 17 gallons more per hour, but you get there before you have time to worry about fuel reserves. Who knows what the relative retained value of these airplanes will be 10 years from now? On the other hand, one engine burns less gas, has only one prop, etc. 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. 0000094191 00000 n Reg: N7222F photos. Electrical wiring, especially connectors and even some fuses, were a nightmare to troubleshoot because each one was a bit different and many junctions were in hard to reach parts of the airframe. There is no major pattern. 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. of propeller clearance. Certification in the United Kingdom was not possible (and not even tried) because of pitch sensitivity and pitch force behavior and feel, which encouraged pilot-induced pitch oscillations rather than damping the tendency. For a pilot with no turbine experience, the I or IA would be the best choice because it is the least demanding to operate. 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. 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. The 400LS provides its owner with jet-like climb and cruise performance, along with turboprop efficiency and the ability to use numerous smaller airports that the jets cant. So I wrestle daily with these calculations and estimations. cut-off buttons should the temperatures exceed the 820 limit. been approved for five bladed scimitar propellers from Hartzell, which Cheyennes used PT6A-28 versions of the turbine engine. So the whole package can push $700,000. How, she wonders, can you justify a $700,000 investment in a machine that is currently worth about $300,000, even if we had the money? Pilot comfort, however, is less than satisfactory because it is cramped and the yoke constantly gets in the way of the pilots knees. Aircraft Owners & Pilots Association Find it free on the store. The aircraft was The previous owner of N7222F (C-FGKS) flew the aircraft from Edmonton, Canada, to Northern Virginia to show us its beauty. At the time, Piper Aircraft was improving on its unpressurized and pressurized piston-twin line of the Piper Navajo and Mojave. 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.
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