piper cheyenne 400ls problems

What's not to like? This milestone has precipitated all sorts of careful calculations in my house. 0 t Could we ever get our investment back at time of sale? The plane must be flown within its loading envelope or there can be big trouble for the occupants. These numbers will boggle some readers minds, while others might find them amusingly modest. I would have had to maintain it, and I dont enjoy the thought of that. But the Cheyennes character with the original SAS led to a wildly divergent oscillation, in the words of a former Piper test pilot. The reason for this these blades will suffer when used on dirt airstrips, the clearance has I have also been looking at the commander 1000/900. Three old outdated airframes that are very expensive to operate and maintain. Have you ever heard of a King Air with Garrets. TVw "O a ra.Jl8;yq6%b\u6LKfT-2x2;mpxWN*mBthB^sRqqG5UPhN'f+2Y0V"!1? Engine gauges are monitored for safety. 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. turned on and the starter button is pressed. 0000094308 00000 n The Cheyenne, according to the accident brief, hit the ground while in a vertical dive. They have trouble getting repair parts to keep those planes flying too. What about putting Cheyenne II engines (PT6-28s) on our Cheyenne I? basically a re-engined piston pressurised PA-31P Navajo. This equates to six adults and 250 pounds of luggage. For both individual and corporate owners, the early Cheyennes make sense as step-up purchases, as long as the combination of low price, low maintenance, and high-performance remains in vogue. The 400LS is the only twin-engine turboprop that can outperform single and twin-engine civilian turbine and light jets in door to door speed and piston twins in efficiency for a given payload. When I am not working, eating or sleeping, you can find me there. The Piper Cheyenne 400LS, PA-42-1000 is the final development and improvement of the venerable Cheyenne line of twin turboprop business aircraft. Radar and known-icing equipment are. However, as speed built up, so lateral stability improved and we were very Quality and quality control were not characteristics widely associated with Piper products of the time. We did a hot section on schedule on the right engine almost four years ago. important implications during ground handling. I just happened on this article. 0000006052 00000 n Operated within their limits, there are few peculiar characteristics other than the pitch sensitivity of the original Cheyenne. There are a few reasons this might happen: To regain access, please make sure that cookies and JavaScript are enabled before reloading the page. But Ill tell you honestly, I still crave that 400LS! 0000093388 00000 n Thats about 13 months away, given our average yearly flying. The King Air models did not win the speed race but won big on their luxurious interiors and ramp presence. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam. This same engine takes seven seconds to go from idle to full power. The start sequence is fully automated. Of course, you need bigger props too. There is no major pattern. The Garretts have sophisticated protection systems built in. 0000002116 00000 n 0000042969 00000 n 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. Fuel is carried in six tanks three interconnected tanks in each wing: a wet nacelle tank, and two bladder-type fuel cells. The early Cheyennes were later refined with some aerodynamic improvements, but the PT6-28s produced only 10 to 15 percent faster cruise speed than their piston siblings and at a much higher fuel consumption. They made 620 shp, and therein lay a problem. 0000009642 00000 n Ours is one of only 44 total Cheyenne 400LS models built by Piper Aircraft between 1984 and 1992. If maximum cabin space is an issue, the IIXL is the best bet. endstream endobj 268 0 obj <>/Filter/FlateDecode/Index[6 175]/Length 29/Size 181/Type/XRef/W[1 1 1]>>stream 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. Chevenne 400 Ls with 5 blade perpillers has 1000 h.p engines too. Aircraft Owners & Pilots Association Find it free on the store. Reproduction in whole or in part without permission is prohibited. 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. Click here to view the Piper PA-31T Cheyenne features guide. The -31T1 was in production from 1978 to 1984; 215 I and IAs were built. 0000093845 00000 n This presents no problem, but I can see how an inexperienced pilot could find himself a trifle overwhelmed by either the extra speed or the oscillations. This is not a gradual loss, but a sudden and irregular one. 0000014026 00000 n 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. In general, From 1973 to 1974 America faced an oil crisis, driving fuel prices through the roof. 0000043582 00000 n The Navajo is arguably one of the best cabin-class twins, but its airframe was designed for 300-HP piston engines, not turbines that are both far more powerful and much lighter. 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. maximum 30 percent power setting becomes apparent from reading the last page y {_E(Z@4hFjilTiz.2G9|!$V|v\M^"Kc!!$w%WV1pm\1QD(IjEobuV>-7=]ns+sImz[Shx ! The Cheyenne became the Cheyenne II. In 1981, auto-ignition was first offered as an option. 1 answers and 1796 views Feb 23 2020. It takes about four inches of yoke travel to keep the plane level at FL 270. It is powered by PT6A-11 engines rated at 500 SHP. It is derived directly from the Cheyenne III series, but utilizes the far more powerful TPE331 engines with four-blade propellers which produce significantly faster airspeeds than its predecessors. off and attention must then be shifted to the EGTs. Flew one of these from Seoul, South Korea to the US (via Eastern Russia). The greater the speed displacement, the heavier the pull. 0000022771 00000 n They could cost more than we expect, and there is no guarantee that any of that expense could be recouped. Ive talked to several experts. 0000051810 00000 n The thing fits us like a glove. Weight and balance takes some careful managing. The Piper Cheyenne 400LS is powered by two Honeywell TPE 331-14 engines with 1,000 shp each. [3], Flat rated to ISA+37, the turboprops maintain their power to almost 20,000ft (6,100m). 0000096310 00000 n Full Reverse allows for landing in shorter distances than even many single and piston twins. outrageous or brilliant or both. 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. Late in 1966 a Navajo was ferried to Edward J. Swearingens facility for installation of a pair of PT6A-6A engines. There is little or nothing to attribute to the PA-31T design in these accidents. 0000013531 00000 n Should we pay to overhaul the engines? Of the original 44 aircraft, just over 20 are believed to be flying in the United States today. 0000005155 00000 n 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. 0000011689 00000 n The aircraft It uses less runway, climbs and cruises faster than many pure jets. What does an overhaul cost, anyway? Hb```f``Ib`e``bg@ ~6 x,2{q/l&EG%4-6_2FbTo`m7?$ L^'@dXD&'imi^;P w&8,% > endobj 20 0 obj << /ProcSet [ /PDF /Text ] /Font << /F2 45 0 R /F3 25 0 R /F4 22 0 R /F6 29 0 R >> /ExtGState << /GS1 50 0 R >> >> endobj 21 0 obj << /Type /FontDescriptor /Ascent 723 /CapHeight 713 /Descent -262 /Flags 70 /FontBBox [ -202 -288 1146 962 ] /FontName /HDBFEK+JansonText-Italic /ItalicAngle -15 /StemV 77 /XHeight 448 /CharSet (/l/u/m/C/w/o/d/c/comma/y/p/a/e/four/S/hyphen/g/f/n/A/period/r/space/h/qu\ oteright/s/i/L/t/zero) /FontFile3 23 0 R >> endobj 22 0 obj << /Type /Font /Subtype /Type1 /FirstChar 1 /LastChar 30 /Widths [ 259 685 315 667 389 389 296 444 259 407 519 519 463 278 296 259 463 500 370 407 315 463 778 667 519 519 611 556 259 259 ] /Encoding 26 0 R /BaseFont /HDBFEK+JansonText-Italic /FontDescriptor 21 0 R /ToUnicode 27 0 R >> endobj 23 0 obj << /Filter /FlateDecode /Length 3744 /Subtype /Type1C >> stream Frequently it would fail to light up during climbout or at cruising altitudes. Some people think the Cheyenne I is a better airplane because it has no SAS system. Taking your Cheyenne to just any good technician could result in missing one or more procedures. 0000109100 00000 n We looked the records for a representative five-year period, during which a total of 187 service difficulty reports (SDRs) were submitted on the PA-31T series, including the PA-31T3/T-1040. The pitch instability also becomes a problem in holding patterns at reduced airspeeds between 12,000 and 16,000 feet. been approved for five bladed scimitar propellers from Hartzell, which Or both. Browse a wide selection of new and used PIPER CHEYENNE Aircraft for sale near you at Controller.com, the leading aircraft marketplace. Corrosion of the airframe has been rare, thanks to Pipers use of extensive anti-corrosion treatments and epoxy primers. Dick Karl is a cancer surgeon who appreciates the beauty and science involved in both surgery and flying. 0000094113 00000 n and apparent space. Guess what? The previous owner of N7222F (C-FGKS) flew the aircraft from Edmonton, Canada, to Northern Virginia to show us its beauty. Requirement is for 1600nm IFR range with 2 pilots and 1100lbs of payload. 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. Aircraft Owners & Pilots Association Find it free on the store. The next month, the flood hit. 0000013382 00000 n The company painted a Cheyenne demonstrator in a blueprint format to point out all the technical advantages Piper marketing people perceived for the design. Serial Number: 425527026. long wheel base Land Rover). As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. My boss did the same: I wanted the King Air, but it was too costly then. In one of the other forums, someone was asking about classic Lears vs Falcon 10. The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position. To me theyre a lot. But there have been a host of updates and there are a long list of recommended care and maintenance procedures that are key elements of keeping your powerplants up there with the fleet average. 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. I think about how lucky we were that the Cheyenne was under contract by the time we made an offer. Dicks monthly Gear Up celebrates the human side of flying. 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). has been used twice. developing a pure jet, Piper chose to leap ahead of Cessna by developing Of course, wed have only 1,500 hours to go before the same questions came up again. 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. There is enough to manage in a Cheyenne even in good weather that it definitely is in the category of a check list airplane. Our company operated a Cheyenne II for almost three years, and I was principal pilot in the airplane for about 300 hours. 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). Who knows what the relative retained value of these airplanes will be 10 years from now? straining to move forwards. By the late 1970s, operators also turned to turboprops for even more efficient engines and better payload and range than most business jets, albeit a slower speed. Weve done the interior its still beautiful and painted the airplane in colors we like. 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).
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