piper cheyenne 400ls problems

Therefore, every Cheyenne I or II pilot I know carries either 75 or 100 pounds of lead weights in the nose to keep the plane from sitting on its tailskid and to keep it within the legal center-of-gravity envelope. To sweeten the deal, the Cheyenne I was some $100,000 less than the 620-shp model. The SAS would not have been necessary were it not for the Cheyennes poor static longitudinal stability. Only three ADs apply specifically to the I and none to the IIXL, although most apply to all three. Two feet were added forward of the wing leading edge. batteries are not fully charged or the aircraft is pointing downwind. Three old outdated airframes that are very expensive to operate and maintain. business class section of a Boeing 727. The airplane is fast and dependable and has a somewhat undeserved bad reputation arising out of its short-coupled fuselage and somewhat poor stability. Piper is a strange company. 0000042996 00000 n The airplane failed to meet FAA stability requirements, so it was back to the drawing board for a fix. 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. Reproduction in whole or in part without permission is prohibited. The Cheyenne IA was introduced in 1983. 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. 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. 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 boots and gyros that goes for $6,500 and sits under the floor in the passenger compartment. Its possible to fill up all eight of the IIXLs seats (with 170-pounders, that is), put 200 pounds each in the nose and aft baggage areas, still be within the loading envelope, and be just 20 gallons shy of full fuel. However, this doesnt mean it is simple. 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. Could we ever get our investment back at time of sale? [3], Due to its top speed over 400 mph, it was renamed the Cheyenne 400LS when Lear Siegler owned Piper, then the Cheyenne 400. It tends to be tail-heavy. 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 . 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. 0000173169 00000 n PIPER CHEYENNE 400LS condition is Used PIPER CHEYENNE 400LS Total Flight Time PIPER CHEYENNE 400LS total flight time is 6,465 PIPER CHEYENNE 400LS Total Engine Time PIPER CHEYENNE 400LS total engine time is P51041 PIPER CHEYENNE 400LS Category PIPER CHEYENNE 400LS category is Turboprop Aircraft PIPER CHEYENNE 400LS PIPER CHEYENNE 400LS Pics With a fuel capacity of 570 gallons of usable fuel on tap, the 400LS can fly more than 2,000 nm at that setting. Interior cabin space is a frequent criticism. It has a 98% dispatch reliability and its cabin is quieter than a King Air. PIPER CHEYENNE 400LS Reviews | Explore Available Aircrafts! PIPER Cheyenne 400 | SKYbrary Aviation Safety There were 82 -31T2s manufactured between 1981 and 1984 (although there are two listed as 1985 models, they were built the previous year). However, the Cheyenne Is changes allowed the airplane to be certified without a stability augmentation system. All rights reserved. A friend and I seriously considered a Cheyenne a couple of years ago and I still think a Merlin would be a decent choice for what were doing. ].i{R8:eozN./s+rSr}_" F"hBbA*9.H[bAF,%VxEp!deBBYaf9'g%FKF8x{SCZ Q0n=\CN*k5h._5cg)xw`u4 Jl3lHPEt Careless operation has the obvious consequences. Our company operated a Cheyenne II for almost three years, and I was principal pilot in the airplane for about 300 hours. 0000008972 00000 n Cheyennes used PT6A-28 versions of the turbine engine. He knows the market and also has a straightforward way about him that belies his former career as a player in the National Football League. Merlin IIIb vs Piper Cheyenne 3 or 400LS | Pilots of America @ (o$y=.d;n0 All share a common heritage: the basic PA-31 design originally introduced as the Navajo. What about putting Cheyenne II engines (PT6-28s) on our Cheyenne I? Aircraft of comparable role, configuration, and era. Cabin seating is commonly arranged in a four-seat club with three additional seats available. The problem is this: At the top of a phugoid cycle, the angle of attack is high, and the SAS pulls forward on the yoke. 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. 0000092671 00000 n That's becoming the bigger problem for some of these airframes, parts availability is scarce to non-existent. In general, More recently, former Piper test pilot (and frequent Aviation Consumer contributor) William P. Kelly Jr. discussed the issue in a letter (February 1, 1988). Generally speaking, operators of the original version should make a dedicated commitment to good initial and recurrent training, rigorous pre-purchase inspection and evaluation and make sure they find a very qualified maintenance technician and shop. 1984 - 1991 PIPER PA-42-1000 Cheyenne 400LS - Planephd The aircraft 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 Dubbed the T-1040, it was developed as part of Pipers air taxi/commuter marketing effort and certified in 1982. Are these big-engine Cheyennes as fast as they say? basically a re-engined piston pressurised PA-31P Navajo. The difference between the left front seat and a cabin chair can be substantial, especially if propeller-induced vibration is being transmitted from the aft fuselage). If the altitude-hold isnt turned on or isnt functioning, we simply dont fly above 230. This and other systems were rationalized with the 1978 model year. 0000014139 00000 n The Cheyenne II came equipped with a total of eight seats, and in my opinion it should not have been equipped with the eighth-the rearmost seat. Its empennage was enlarged for stability at higher speeds and altitudes, and its fuselage was strengthened. At altitude, you can pull the miserly Garrretts back to about 400 lbs (60 gallons) per hour for long-range cruise. hb``e`R Login Dealer Login Register . It also was the end of production of the PA-31T series, although production was planned to be restarted in Lakeland for the IA and IIXL. Frequently it would fail to light up during climbout or at cruising altitudes. Garrett TPE 331-engined airplanes, such as the Aero Commanders, Mitsubishi MU-2s or even Swearingen (Fairchild) Merlin II and III models are a totally different category and set of considerations. Owner is Motivated and will entertain offers. Please contact Mike Shafer (315) 415-0401. I find an airplane I like, switch to flightaware.com and check out the ground speeds on several trips. 0000002793 00000 n Thank you very much for sharing your love of the 400LS. Heck, this is less then the price of some Saratogas out there. It carries more and further and does it all for about half the cost of a comparable bizjet. 0000000016 00000 n That, together with the obvious success of the Beech King Air and the troublesome big Lycomings on the P-Navajo, undoubtedly was a factor in the decision to develop a pressurized turboprop. Or both. They should be in maintenance costs, as well, so long as they are properly operated and maintained. As the power is increased, the nose wheel oleo Corrosion of the airframe has been rare, thanks to Pipers use of extensive anti-corrosion treatments and epoxy primers. endstream endobj 268 0 obj <>/Filter/FlateDecode/Index[6 175]/Length 29/Size 181/Type/XRef/W[1 1 1]>>stream By early models, we mean the original Cheyenne (later renamed Cheyenne II), the Cheyenne IA, and the stretched Cheyenne IIXL. I have also been looking at the commander 1000/900. My first instinct was to check the autopilot wasn't on. 0000012730 00000 n A total of 81 IIXLs were sold. shown on page 43; Piper hopes to display. As with any high performance airplane with many systems and basic all-weather capability, managing the Cheyenne is more taxing than maneuvering it. 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. Many aircraft including the 400LS were put to the wayside never to be manufactured again. Only 24 -31T3 commuters were built in the roughly two year life span of the design. of the manual under: 'Tips for operators'. So we now face the dilemma confronting many fellow airplane owners, whether they be the proud possessor of a Cessna 172 or a Falcon 50: what to do with a great airplane of a certain age that is bumping up against another mandated and expensive intervention. [3] It can climb directly to FL 410 at its 12,050lb (5,470kg) MTOW and typical single-pilot BOWs are 7,8507,900lb (3,5603,580kg). Maintenance Steve Magginetti is service coordinator for Corporate Air Technology of San Jose, Cal. It takes particular attention during single pilot operations to keep everything in order and right side up while avoiding traffic. The T-tail towers over the package to balance out the huge props. How about a young-engine Cheyenne II with its stability augmentation system that makes buyers be wary? Although the undercarriage legs have been Whats in a name Both in their design designations and marketing model names, there is a lot of confusion about what is what. 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. There is no major pattern. Changes Many elements of the first Cheyenne fit the Mickey Mouse appellation that was applied to all Piper airplanes. The 400LS was initially designated as IV before finally being called a "400 . This equates to six adults and 250 pounds of luggage. 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). Engine gauges are monitored for safety. The fuselageis limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits. A IA was the last airplane built at Pipers Lock Haven plant. If maximum cabin space is an issue, the IIXL is the best bet. Additional information is available in this. The extra power had a destabilizing effect, and the lower weight led to aft-cg problems. 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. Dicks monthly Gear Up celebrates the human side of flying. PIPER CHEYENNE 400LS Aircraft For Sale - Controller.com 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! The I was developed to be the lowest cost turboprop in the market. A true performer (Single Pilot) that resembles Jet Performace for half of the fuel burn and operational cost. By John W. Olcott Altitudes above FL 350 are no longer the sole province of jet aircraft. FSX PA-42 Piper Cheyenne 400LS The PA-42-1000 Piper Cheyenne 400LS is a high performance pressurised turboprop corporate aircraft seating up to nine passengers & is powered by two 1000shp AiResearch (Garrett) TPE-331-14A engines normally driving four-bladed Dowty rotol propellers, this model features improved performance five blade constant speed composite MT-propellers increasing max speed to . Textron Aviation Marks Delivery of 400th Citation CJ4 Gen2, Boeing Reports First Quarter Net Loss on Higher Revenue, House Hunting As a First-Time Airplane Owner, Single-Engine Turboprop Commercial Ops in the EU Still in a Tangled Web, Aura Aeros Integral S Moves Closer to Its First Flight, General Aviation Has a Great Sustainability Story To Tell. 1985 Piper Cheyenne 400LS for sale - hangar67.com Flying may receive financial compensation for products purchased through this site. In Kellys words: None of these planes should be running around without this modification.). A lot of early buyers liked the high climb rate and comparatively good short field performance in addition to its high cruise speeds.

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