Maximum operating weight is 500 pounds higher than the Cheyenne II. The oil is going out the breather tube, and the evidence is all over the underside of the right wing. A mock-up is. little doubt that Piper's PA-42 Cheyenne 400LS is the hot rod of the Owner is Motivated and will entertain offers. 0000151773 00000 n It carries more and further and does it all for about half the cost of a comparable bizjet. Magginetti mentions cabin heaters, torque indicating systems and the PA-31Ts SAS as systems that require higher than average attention. So long as the propellers are balanced and the synchrophaser is in good trim (and the pilot knows how to use it correctly), in cruise the interior is quite comfortable. Weve done the interior its still beautiful and painted the airplane in colors we like. This same engine takes seven seconds to go from idle to full power. The Honeywell (Garrett) TPE-331-14 is rated to a maximum of 1,650 shaft horsepower. Another good source is Mike Shafer, president of Mercury Aircraft Sales in Sarasota, Florida. In ground handling and during cross-wind operations it is especially troublesome, since it fights the desired control inputs. <<43087BFE760D084A93D684AE8A160064>]/Prev 302018/XRefStm 2458>> There is little or nothing to attribute to the PA-31T design in these accidents. 1. One of the most annoying features of the Cheyenne was the Janitrol combustion heater which, although thermostatically controlled, was either on or off. 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. I have also been looking at the commander 1000/900. What does an overhaul cost, anyway? 0000082556 00000 n The trick, as always, is to find the airplane that offers the most features for the money, fits typical mission requirements, and hits a prospective owners emotional hot buttons. Most type-specific ADs apply to the original Cheyenne with the I/IA, not surprisingly, running second. A standard Cheyenne I came without wing-tip fuel tanks, but they were available as an option, and almost everyone anted up. boring aircraft. trailer Ive never flown one and am not sure how I feel about taking a Malibu and bolting a PT6 on the front of an airframe designed for a 350 horsepower piston. I know this airplane. He writes that his facility currently supports about 20 Cheyennes along with a number of other turboprops. It has a wider cg range than the I or IIXL (138 inches aft limit compared to 136) and is far more sensitive in pitch (more on this below). 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. thanks again. Major design revisions were made, and in October 1969 the prototype PA-31T-essentially a PA-31P with turboshaft engines-flew. these blades will suffer when used on dirt airstrips, the clearance has This thread reminds me of the day that I decided to buy a Huey. The Cheyenne 400LS is the largest and most powerful of Piper's turboprop twins, derived from the PA-31 Navajo. [2], In the late 1970s, Piper avoided developing a clean-sheet light business jet to compete with the Cessna Citation I and upgraded its PT6As from 720 to 1,000hp (540 to 750kW) Honeywell TPE331-14s. 0000109100 00000 n executive turbine fraternity. 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. 0000000016 00000 n blowing straight down the large tailpipe makes it harder for the heat to With just 20 sales, the IA is the rarest Cheyenne. Piper was never noted for sophisticated engineering. 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 This helps to maintain the engines on an on-condition basis. The in-flight shut down and premature removal rates of the PWC PT6 engine family is impressive. These introduce artificial pitch forces at the yoke to counteract PIO or over controlling tendencies. 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. I guess this is one thing Ill investigate over the next year while flying high in my Cheyenne. The two most important areas are avionics and autopilot/flight control systems. Proper loading is a key issue in the operation of any of the PA-31T series, most especially with the original Cheyenne. 0000004128 00000 n 0000094113 00000 n 0000043652 00000 n I would have had to maintain it, and I dont enjoy the thought of that. The Piper PA-31T stability augmentation system (SAS) adds variable elevator force via a variable tension downspring. It is an aeroplane that dies everything well. Those in the market for a used, entry-level turboprop twin have a lot of choices these days. But the Cheyennes character with the original SAS led to a wildly divergent oscillation, in the words of a former Piper test pilot.
Cold Cases In Milwaukee Wisconsin,
Nick Smitherman Yadkin County,
Articles P