In the normal category all aerobatic maneuvers including spins are prohibited. The value of our Cheyenne is almost down to the run out price, so the next year is essentially free. It pays to experiment (but dont judge the affects just by the pilots reaction. The company painted a Cheyenne demonstrator in a blueprint format to point out all the technical advantages Piper marketing people perceived for the design. developing a pure jet, Piper chose to leap ahead of Cessna by developing This same engine takes seven seconds to go from idle to full power. They can be awful tempting given the low purchase price, but they are priced that low for a reason. True! It is noteworthy that there have been few reported problems with corrosion. An STC has reportedly 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. hb``e`R Start your free trial today! The 400LS has 100-hour inspection intervals, engine midlife inspections are due at 1,500 hours and overhaulscome at 3,000 hours. Speeds in excess of 400 MPH, 41,000 Foot Ceiling. -n!Zf`Wb | 9jL+_.6b|*3CY>D{}cLtGc"N%%y,IgR?/Mp6e>oBN)RLsSp#fS-4[4TkH-%K]u*[44Y#n Corrosion of the airframe has been rare, thanks to Piper's use of extensive anti-corrosion treatments and epoxy primers. 0000002793 00000 n We have had a couple of engine problems, but discussions with our maintenance base, Des Moines Flying Center, have convinced us that all is well. boring aircraft. 181 89 Back in Flight test - Piper Cheyenne 400LS - PlaneCheck 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. Also With This Article Click here to view charts for Resale Values, Payload Compared and Prices Compared. Piper still stocks a lot of parts, but if a Cheyenne part is unavailable, Piper will still make you one. 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! 0000012150 00000 n Oh, my, would I love one. It carries a big load in a comfortable cabin at high speeds for long distances on a miserly amount of fuel. Empty weight is 6837 lb (3101 kg) and maximum takeoff weight is 11,200 lb (5080 kg). 0000082142 00000 n Photo date: 2022-04-23. As stated above, a normal phugoid will damp itself out eventually. 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. Registration #: N142LS. Your email address will not be published. My retirement account is a shadow of its former self. 1985 PIPER CHEYENNE 400LS. Frequently it would fail to light up during climbout or at cruising altitudes. This equates to six adults and 250 pounds of luggage. 0000022670 00000 n The lack of suitable piston engines, however, was a major factor in the failure of Pipers own Fat Albert, the Pocono. Save my name, email, and website in this browser for the next time I comment. The in-flight shut down and premature removal rates of the PWC PT6 engine family is impressive. There are two major branches to the design family. 0000004128 00000 n quickly at rotation speed where a firm rearwards application of the column Then, in 1984, the Cheyenne 400LS was born the queen of the Piper Aircraft fleet. As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. The two most important areas are avionics and autopilot/flight control systems. Below FL 180, the aircraft tends to become more stable, but the phugoid instability is still obvious, and with each oscillation it becomes worse. Two feet were added forward of the wing leading edge. off and attention must then be shifted to the EGTs. All provide enough options to permit loading (or off-loading, as the case may be) to keep weight and balance within the limits. 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. TVw "O a ra.Jl8;yq6%b\u6LKfT-2x2;mpxWN*mBthB^sRqqG5UPhN'f+2Y0V"!1? Torque limiters protect the engines from injudicious applications of power Engine gauges are monitored for safety. This is where a wife (Cathy) with an MBA and an interest in equity, return on investment, residual value, hourly costs, etc. Thank you very much for sharing your love of the 400LS. Guess what? more and further and does it all for about half the cost of a comparable However, as speed built up, so lateral stability improved and we were very g,!NA4 Most are outfitted with nine seats, including the pilot. With a fuel capacity of 570 gallons of usable fuel on tap, the 400LS can fly more than 2,000 nm at that setting. Best/worst Compared to the mainstay of the turboprop fleet, the King Air series, any of the Cheyenne series is a bargain. 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. Typical configuration for the I and II is four facing chairs in the main cabin with a side-facing seat/potty against the starboard fuselage. [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). It was completed in November. Same for the props. button. There is no SAS or other device required on the I/IA or IIXL. 0000002637 00000 n In service since 1984. During certification, longitudinal stability was an issue, and an elaborate "stability augmentation system" (SAS) was installed in the II series.. Aircraft of comparable role, configuration, and era. also included. endstream endobj 182 0 obj <>/Metadata 4 0 R/Pages 3 0 R/StructTreeRoot 6 0 R/Type/Catalog/ViewerPreferences<>>> endobj 183 0 obj >/PageWidthList<0 612.0>>>>>>/Resources<>/ExtGState<>/Font<>/ProcSet[/PDF/Text/ImageC/ImageI]/XObject<>>>/Rotate 0/StructParents 0/TrimBox[0.0 0.0 612.0 792.0]/Type/Page>> endobj 184 0 obj <> endobj 185 0 obj <> endobj 186 0 obj <> endobj 187 0 obj [/Indexed/DeviceCMYK 16 198 0 R] endobj 188 0 obj <>stream Parts availability for older Cheyennes hasnt been a problem. little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the Language links are at the top of the page across from the title. 0000093845 00000 n As interior improvements, including cockpit redesign and increased windshield area, were made, all occupants benefited. 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. How about a young-engine Cheyenne II with its stability augmentation system that makes buyers be wary? Cheyennes I and II were manufactured from 1978 to 1983. Apart from the inevitable abrasion What is the max speed with the larger engines and range. Early versions tend to be dark and cramped. had the aircraft off the runway and heading up at an amazing rate of climb. 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. The power is reduced if leveling off below 25,000 feet to avoid over-speeding, as well as during descent and landing. We knew they were coming and prepared for them. J. Lynn Helms became the boss that same year. The Piper Cheyenne 400LS is uniquely positioned to adapt to our various missions in payload, distance and speed. I currently own a Commander 690 with dash 10 engines, gets me a high cruise of about 290-300 Kts depending on outside temperatures so a nice second place! Their advice is dont do anything yet. Production was halted after just one year of production. Cockpit organization and cockpit lighting also were improved. What are they going for these days? 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. Earlier avionics and autopilots or flight control systems can present real headaches. (Note that the longitudinal stability problem is at its worst at aft loadings, and if the range is exceeded all bets are, of course, off.). We did a hot section on schedule on the right engine almost four years ago. 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). A 900 nm flight from Northern Virginia to South Florida typically takes about 2 hours and 45 minutes. On the other hand, we were totally unprepared for the $4,000 annunciator-panel repair, the frequent heater and air-conditioner repairs and the little valve that controls the bleed air pressure to. The airplane is a six/seven-place, twin-engine, low wing, retractable landing gear, turbine-powered airplane with a pressurized cabin available The instructors will put the pilot through aft-loading drills in the simulator, as well as many other things that are life-savers. When the altitude-hold is engaged, the trim wheel is in constant motion holding the aircraft level. Rotol propellers (whose diameter is the same as the chassis length of a has contracted with Isaacman Associates. power setting above this will start sliding the tyres. HVMo0WfSd@ qaz{!m"[XO_ 'H'Si>'&YU,6{6e_6Wv?oXZEdMgKif40w_jI)B-a?ffd$d^SD'": Right now parts support is very good. Start your free trial today! Here is one more: if you dont have the time and money to spend on learning what is required and then doing it, stick to your local rent-a-wreck for your aviating needs. More recently, former Piper test pilot (and frequent Aviation Consumer contributor) William P. Kelly Jr. discussed the issue in a letter (February 1, 1988). The other three Cheyenne models, the III, IIIA, and 400LS, dont really fit into the entry-level category. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. 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) . The airplane failed to meet FAA stability requirements, so it was back to the drawing board for a fix. I have also been looking at the commander 1000/900. Have you ever heard of a King Air with Garrets. The Garretts have sophisticated protection systems built in. The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. It has a 98% dispatch reliability and its cabin is quieter than a King Air. Many products featured on this site were editorially chosen. The electric aux heat works fine, but cant be used if the de-ice equipment is on, because of the electrical overload. Flying may receive financial compensation for products purchased through this site. 0000186693 00000 n xref Piper Cheyenne 400LS PA-42-1000 - GlobalAir.com But the Cheyennes character with the original SAS led to a wildly divergent oscillation, in the words of a former Piper test pilot. N3Rp '{A. rw:sr]m]6Afu {tih8d0yc13gix,H/SH\&5`X)#oGt|G&o4HqxZdA'{r nQfo4[gt)S0p1&_vyv|Wy\WZ7m e,Yp,;Fc_Mf]F>o|nGivVc'/5oW#TRx=* Aircraft Owners & Pilots Association Find it free on the store. 1985 Piper Cheyenne 400LS airplane for sale located in San Jose, California. N7222F often pleasantly surprises ATC with its initial 4,000 fpm climb rate when asked for an expedited climb. And the TBM? From 1973 to 1974 America faced an oil crisis, driving fuel prices through the roof. Flew one of these from Seoul, South Korea to the US (via Eastern Russia). 0000006052 00000 n With the optional tip tanks installed, the fuel capacity is increased to 390 U.S. gallons. The Cheyenne could not compete with Cessna Conquest IIs top speed of 300 KTS, service ceiling of 35,000 feet and higher payload. When you think about it, how can I justify taking the chance of just overhauling our own engines? In that later issue, Kelly discusses a further change to the system Piper made with the 1980 model year: the addition of a bobweight to dampen long-period longitudinal oscillation tendencies. The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. In general, The Piper PA-31T stability augmentation system (SAS) adds variable elevator force via a variable tension downspring. The airplane has two imposing TPE331-14 engines, each capable of producing 1,600+ SHP de-rated to 1,000 HP at its five-bladed MT propellers. [3] Variants[edit] Cheyenne III, model PA-42, equipped with Pratt & Whitney Canada PT6-41 engines The plane is easy to load through its large rear and nose baggage doors, allowing a wide range for CG. There were 82 -31T2s manufactured between 1981 and 1984 (although there are two listed as 1985 models, they were built the previous year). 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. As you were browsing something about your browser made us think you were a bot. In Sum By the time the program ended, the Piper Cheyenne series offered good all-around performance, good use of interior space and competitive systems. As a result, the aircraft can travel more than 2,000 nm in a long-range cruise. 8 answers and 5413 views Jun 15 2004. There are a few reasons this might happen: To regain access, please make sure that cookies and JavaScript are enabled before reloading the page. The McCauley Accessory Division of Cessna offers a propeller conversion kit that-according to the company-reduces interior noise and improves performance. Magginetti mentions cabin heaters, torque indicating systems and the PA-31Ts SAS as systems that require higher than average attention. As with all turboprops, minor variations-as little as ten to twenty-five RPM-in RPM from normal cruise settings can work wonders in sound level, sound quality and vibration. The most severe case was attributed to improper paint stripping. My usual response is to change the subject and make her a martini. After completing the CAPTCHA below, you will immediately regain access to the site again. mwP:5L6r+,I-$X2ijbj)Q]B3ZFTV_ e V'&xT$,lFR/oFN`rX\Kil! W7 }/T]ip'Dl~ The plane must be flown within its loading envelope or there can be big trouble for the occupants. 0000052368 00000 n 0000147953 00000 n the company would, completely out of character, do something either 0000014026 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. Cheyenne 400LS PA 42 1000 for Sale - Globalair.com PIPER Cheyenne 400 | SKYbrary Aviation Safety A IA was the last airplane built at Pipers Lock Haven plant. Turboprop Aircraft. Theres no question that the Meridian is a lot smaller than our Cheyenne. But, what exactly was wrong with the original airplane? ground clearance of a meagre eight inches. 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. be a direct competitor to the staid Beechcraft King Air 200. PIPER CHEYENNE Aircraft For Sale - 14 Listings | Controller.com In 1981, auto-ignition was first offered as an option. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. 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). 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. The rules require that the pull be roughly proportional to the speed displacement; i.e., a 20-knot displacement from trim speed will require twice as much control pressure as a 10-knot deflection. 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). 0000012416 00000 n The original system had some problems, but modifications over the years seem to have helped. The available power of 620 SHP is too much for the configuration of the Cheyenne with loading toward the aft range. 0000092936 00000 n American Aviation, Inc. offers a retrofit cowl system for the PA-31T series (except the IA, which has the pitot cowl system as standard) that improves performance and reduces engine operating temperatures.