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. 0000002458 00000 n All rights reserved. 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. Belvoir Media Group, LLC. cut-off buttons should the temperatures exceed the 820 limit. Our problem is that the right engine from day one has periodically and suddenly lost two or three quarts of oil. In October of 2019, with four occupants, we traveled through Canada, Greenland, Iceland, Ireland, Italy and back to Leesburg. 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. This and other systems were rationalized with the 1978 model year. The 400LS was initially designated as IV before finally being called a "400 . 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). mwP:5L6r+,I-$X2ijbj)Q]B3ZFTV_ e V'&xT$,lFR/oFN`rX\Kil! W7 }/T]ip'Dl~ When I am not working, eating or sleeping, you can find me there. For a large number of buyers, the early models of Pipers Cheyenne series fulfill these requirements. 0000082556 00000 n HUMo@W19t]TYjP &1=HR HucfsO%pH/PKI-Ac@UMVpV" euht/V.:zM#5&&N3Degj\_4%:!8OPqbU:~077fa@" Y Flying may receive financial compensation for products purchased through this site. has contracted with Isaacman Associates. less runway, climbs and cruises faster than many pure jets. Whats in a name Both in their design designations and marketing model names, there is a lot of confusion about what is what. Piper Cheyenne Series Aircraft Information Built by Piper Aircraft, the Piper Cheyenne is a turboprop powered aircraft. ].i{R8:eozN./s+rSr}_" F"hBbA*9.H[bAF,%VxEp!deBBYaf9'g%FKF8x{SCZ Q0n=\CN*k5h._5cg)xw`u4 Jl3lHPEt 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. first flew in October 1969. Significant improvements were made throughout the product line in terms of maintainability, rational human factors-oriented redesign and in overall quality. Other factors contributed to this, foremost among them a battle for control of the company that began in 1969 and that was not resolved until 1977 and the flood that devastated the Lock Haven plant. I think about how lucky we were that the Cheyenne was under contract by the time we made an offer. Payments as low as . 269 0 obj <>stream Taxiing is straightforward and with the checks 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. largely immune to the light aircraft market vagaries wrought over by The Piper Cheyenne 400LS, PA-42-1000, is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. All rights reserved. Indeed, the 1980 Cheyenne, which was 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. Cockpit organization and cockpit lighting also were improved. The plane is easy to load through its large rear and nose baggage doors, allowing a wide range for CG. Interior cabin space is a frequent criticism. Deliveries of production Cheyenne IIIs began on June 30, 1980. It carries more and further and does it all for about half the cost of a comparable bizjet. Full flap speed is 148. These airplanes are fast, efficient and beautiful. AN TOP SPEED IS ;360 KNOTS TOO. They put it into a lot of strips that couldnt accommodate other turboprops and a large number of piston twins. 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. They should be in maintenance costs, as well, so long as they are properly operated and maintained. When the IIXL was announced, Thomas Gillespie, then Pipers head of marketing, was asked if production of the II was going to end. I find an airplane I like, switch to flightaware.com and check out the ground speeds on several trips. The PA-31T3 is a hybrid of the Navajo Chieftain (unpressurized) fuselage with the flying surfaces and engines of the Cheyenne I. Deliveries began in early 1974 - a long time You're a power user moving through this website with super-human speed. I have also been looking at the commander 1000/900. Compared with the Cheyenne II, the PA-42-720 was about 1m (3ft) longer, was powered by 537kW (720-shp) PT6A-41 turboprops and introduced a T-tail, the most obvious external difference between the PA-31T and PA-42, as well as the most significant change to the series. 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). maximum 30 percent power setting becomes apparent from reading the last page As the power is increased, the nose wheel oleo The Emotional, Philosophical Journey to a Pilot Proficiency Check. Control authority is insufficient for a strong crosswind landing, so we learned to use differential power very early in our training on the Cheyenne. The Cheyenne 400LS is a very stable IFR platform with the control inputs on the firm side. With just 20 sales, the IA is the rarest Cheyenne. PAPI Price Estimate Model Year (as of June 1, 2022): $1,308,533 Performance specifications Horsepower: 2 x 1,000 HP Best Cruise Speed: 334 KIAS Best Range (i): 1,879 NM Fuel Burn: 99.7 GPH Rate of climb: 3,242 FPM Rate of climb (1 engine out): 997 FPM Ceiling: 41,000 FT At altitude, you can pull the miserly Garrretts back to about 400 lbs (60 gallons) per hour for long-range cruise. It is powered by PT6A-11 engines rated at 500 SHP. Many products featured on this site were editorially chosen. 0000147953 00000 n But they limit the number of 45 air craft too. The Cheyenne IIXL (PA-31T2) was certified in 1981. 91 or F.A.R 135. Up front, most remaining 400LS models have been updated with some level of glass avionics. INSTALATION AFTER 10 UP. By John W. Olcott Altitudes above FL 350 are no longer the sole province of jet aircraft. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to 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 eighth seat sits partly in front of the door and partly in the rear cabin baggage compartment. hb``e`R straining to move forwards. If maximum cabin space is an issue, the IIXL is the best bet. The FAA code as written when the Cheyenne was developed called only for positive static longitudinal stability. The McCauley Accessory Division of Cessna offers a propeller conversion kit that-according to the company-reduces interior noise and improves performance. We knew they were coming and prepared for them. It carries a big load in a comfortable cabin at high speeds for long distances on a miserly amount of fuel. the PA-42 - essentially a turboprop-powered Navajo. My first instinct was to check the autopilot wasn't on. [3] The PA-42-1000 Cheyenne IV was certified in 1984, 44 were built until 1991 and 37 remain in service in 2018. I just saw a perfectly flyable Beechjet get parted out because the cost of the upcoming service interval essentially totaled the aircraft. Their advice is dont do anything yet. Photo date: 2022-04-23. 820 degrees C and it is necessary to have fingers poised over the fuel So I wrestle daily with these calculations and estimations. There is [3], Due to its top speed over 400 mph, it was renamed the Cheyenne 400LS when Lear Siegler owned Piper, then the Cheyenne 400. comes in. Some 178 of these Cheyennes were built, and they were very popular in their day. An angle-of-attack sensor is mounted on the nose, and is connected to a downspring. Cabin seating is commonly arranged in a four-seat club with three additional seats available. 0000005105 00000 n 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. 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. general aviation may be immeasurably poorer. 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. The fuel system can be monitored through several gauges on the instrument panel through a dual needle type fuel quantity indicator, two fuel flow gauges, and two fuel pressure gauges. 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. There is no major pattern. Or both. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. My usual response is to change the subject and make her a martini. The cabin is so well insulated, this One famous such move was to call in Ed 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. Piper is a strange company. But Ill tell you honestly, I still crave that 400LS! &-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. But good looks, affordability, and ease of maintenance are just as important. 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). Our company operated a Cheyenne II for almost three years, and I was principal pilot in the airplane for about 300 hours. Tip tanks became standard. 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. On this particular aircraft, the most stable ILS approaches are flown at 140 knots, in order to keep the phugoid from becoming a problem. If the design has died with the old Piper Aircraft Company, The 106in (2.7m) Dowty Rotol propellers had four round-tip composite blades and 8in (20cm) of ground clearance. Ive known him for several years. Registration #: N142LS. If that doesnt work, think about the single-engine turboprops. Serial Number: 425527026. 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. 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. What about a jet-prop? Instead of competing with Cessna by The Honeywell (Garrett) TPE331-14 engine and its fuel control unit are controlled by a computer for ease of operations. 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 reason they stop mfg chevenne 400Ls turboprop aor craft too. 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).
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