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. Structurally, they have weathered well over the years. When it was introduced, the 400LS outperformed Cessna Citations of the day. 0000093388 00000 n 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. largely immune to the light aircraft market vagaries wrought over by Believe it or not, it felt good; I felt I was being a good steward of the airplane. That's becoming the bigger problem for some of these airframes, parts availability is scarce to non-existent. 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. hb``e`R 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. I do know that when Piper modified the Malibu to make the Meridian, there were substantial changes. 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. Vents for the fuel system are NACA type, anti-icing, non-siphoning vents which incorporate flame arrestors. 0000013168 00000 n Theres a loophole in the regulations, in that there is no requirement for long-period dynamic longitudinal stability, only one for static stability. PA-42 Piper Cheyenne 400LS for FSX - Fly Away Simulation A total of 81 IIXLs were sold. 0000006751 00000 n No surprises there. A IA was the last airplane built at Pipers Lock Haven plant. bizjet. 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. is to then power up to 30 percent torque against the brakes. 0000002116 00000 n Pete Bedell is a pilot for a major airline and co-owner of a Cessna 172M and Beechcraft Baron D55. 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. Save my name, email, and website in this browser for the next time I comment. aberration must have given rise to the big Cheyennes. During certification, longitudinal stability was an issue, and an elaborate "stability augmentation system" (SAS) was installed in the II series.. Also, the IIs generally come equipped with far superior avionics, such as the King Gold Crown instead of the panel-mounted radios in the Cheyenne I. Holding the column with my left hand, I tried a gentle turn and was Corrosion of the airframe has been rare, thanks to Piper's use of extensive anti-corrosion treatments and epoxy primers. Both the II and IIXL can carry eight. As with any design, there are specific, recommended or even mandatory maintenance procedures. From 1973 to 1974 America faced an oil crisis, driving fuel prices through the roof. His insight on actual ownership cost would be insightful. Aircraft.com is the leading registry for planes, jets, and helicopters. button. https://www.trade-a-plane.com/searc&model=24E&listing_id=2394659&s-type=aircraft, (You must log in or sign up to reply here. 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 Cheyenne 400 is that rare exception to the compromises required in Most type-specific ADs apply to the original Cheyenne with the I/IA, not surprisingly, running second. PIPER CHEYENNE 400LS Aircraft For Sale - Controller.com The imposing view is not just eye candy, eitherthis airplane has the performance to back it up. Start your free trial today! Click here to view the Piper PA-31T Cheyenne features guide. They could cost more than we expect, and there is no guarantee that any of that expense could be recouped. In our case, we took this seat out, wrapped it up in plastic, and left it in the hangar during the entire period we owned the plane. 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. With its 351-knot max cruise speed, efficient Garrett engines, fastest climb rate in its class, FL410 service ceiling, long range and short/unimproved runway capability, the rare Piper Cheyenne 400LS can still outperform many turboprops and light jets in various phases of flight and missions. What could. 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. The massive Dowty-Rotol composite propellers are expensive and have only eight inches of ground clearance, leading to erosion problems. Maximum operating weight is 500 pounds higher than the Cheyenne II. The cabin is so well insulated, this Full Reverse allows for landing in shorter distances than even many single and piston twins. 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. More recently, former Piper test pilot (and frequent Aviation Consumer contributor) William P. Kelly Jr. discussed the issue in a letter (February 1, 1988). Thomas A. Horne, AOPA Pilot, June 1993. Pratt & Whitney and several of the companies that specialize in PT6 maintenance have field service reps who would be delighted to get you started on your support education. 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. When the altitude-hold is engaged, the trim wheel is in constant motion holding the aircraft level. 820 degrees C and it is necessary to have fingers poised over the fuel Flight test - Piper Cheyenne 400LS - PlaneCheck 0000012150 00000 n PIPER CHEYENNE 400LS Reviews | Explore Available Aircrafts! [3], Flat rated to ISA+37, the turboprops maintain their power to almost 20,000ft (6,100m). Piper PA-42 Cheyenne - Wikipedia 0000176565 00000 n The Piper PA-31T stability augmentation system (SAS) adds variable elevator force via a variable tension downspring. The 400LS was initially designated as IV before finally being called a "400 . 0000022600 00000 n The right and left furl systems are independent of each other and are connected only when a crossfeed system is activated. 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. It is an aeroplane that does everything well. What are they going for these days? Thank you very much for sharing your love of the 400LS. 269 0 obj <>stream Search more Piper airplanes on Hangar67. This thread reminds me of the day that I decided to buy a Huey. There are a few reasons this might happen: To regain access, please make sure that cookies and JavaScript are enabled before reloading the page. Learn how your comment data is processed. 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. 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. general aviation may be immeasurably poorer. AIRFRAME Total Time: 3319 ENGINES 1719 Hrs Since Hot Sections 60 hrs remaining until 100 hr inspection PROPELLERS: Total Hours: 166 Two 1650 hp Turboprops (MT five bladed Scimitar Propellers) EXTERIOR Done in 2008 White w/Three Dark Green Stripes INTERIOR Six (6) Passenger Executive Configuration Air Conditioning: P3 Air Turbine Aft Lav This information comes to you, they say, once your engine is in pieces on the shop floor. The yoke will beat your knees purple, especially in any sort of crosswind. Maybe we should get another airplane. If the altitude-hold isnt turned on or isnt functioning, we simply dont fly above 230. [4][5][6], The 400LS has 100-hour inspection intervals, engine midlife inspections are due at 1,500 hours and overhauls come at 3,000 hours. the only time this limit should be in danger of being exceeded is when the Required fields are marked *. The Cheyenne IIXL (PA-31T2) was certified in 1981. The aircraft This means that, for example if an aircraft is trimmed to 100 knots, a positive pull on the yoke is needed to maintain, say, 90 knots. Mu2 fits the bill. The Garretts have sophisticated protection systems built in. If the design has died with the old Piper Aircraft Company, Weve done the interior its still beautiful and painted the airplane in colors we like. 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). Gear Up: Time to Pay for the Piper - FLYING Magazine 0000068334 00000 n Below FL 180, the aircraft tends to become more stable, but the phugoid instability is still obvious, and with each oscillation it becomes worse. The cabin lacks the headroom of a King Air, but large windows help give it a more airy feeling. Indeed, the 1980 Cheyenne, which was 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. I just happened on this article. 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. Today, my wife and I are the proud owners of N7222F, a 1987 PA42-1000. No airplane in this category should be considered a weekend toy. These are redlines at Ground handling is easy and straightforward, but taxiing will result in two very bruised knees if any sharp turns are required. Up front, most remaining 400LS models have been updated with some level of glass avionics. Dick Karl is a cancer surgeon who appreciates the beauty and science involved in both surgery and flying. A lot of early buyers liked the high climb rate and comparatively good short field performance in addition to its high cruise speeds. The computer also determines stall margin, commands stall warning signals and provides input to a simple, cockpit mounted angle of attack indicator dubbed the stall margin indicator. by a remarkable 60 knots to well over 400 knots. The bobweight was made available as a retrofit to earlier PA-31Ts (The modification, called the Dynamic Stability Improvement Kit is covered by Service Letter 977. Aircraft Owners & Pilots Association Find it free on the store. 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. All rights reserved. The Cheyenne I was certified in March, 1978. INSTALATION AFTER 10 UP. And I have invested a small fortune and an inconvenient amount of time to the replacement of all manner of gyros. It is an aeroplane that dies everything well. <<43087BFE760D084A93D684AE8A160064>]/Prev 302018/XRefStm 2458>> The PIPER Cheyenne II has a 3,705' balanced field length and 2,482' landing distance. At any speed less than 130 knots, the aircraft starts to oscillate. 8 answers and 5413 views Jun 15 2004.
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piper cheyenne 400ls problems