Maximum climb power was reduced and recommended climb speeds raised to keep the airplane further from the SAS operating speed range (nominally, 121 KIAS and slower). Piper continued to improve the Cheyenne by certifying different engines, lengthening the fuselage and adding a T-tail. A lot of early buyers liked the high climb rate and comparatively good short field performance in addition to its high cruise speeds. 0000096310 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. Its frightening because these are uncertain times for all of us and were talking a lot of money here. less runway, climbs and cruises faster than many pure jets. An STC has reportedly I believe they only built 44 of them. The tradeoff was poor dynamic stability. This seems like a time for study, contemplation, analysis and thoughtful decision-making. Within our first year of ownership, my wife and I traveled to Bermuda, multiple Caribbean locations, and a 1,400-nm nonstop from Aspen, Colorado to Leesburg, Virginia. 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. 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). Two engines being a must, I quickly honed in on two aircraft, both with the more efficient Garrett engines: the Cessna Conquest II with TPE331-10s, and the Cheyenne 400LS with TPE331-14s. Corrosion of the airframe has been rare, thanks to Piper's use of extensive anti-corrosion treatments and epoxy primers. The Cheyenne and other sophisticated, high performance airplanes will each your lunch and/or your purse. Full Reverse allows for landing in shorter distances than even many single and piston twins. 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. 0000013855 00000 n Browse a wide selection of new and used PIPER CHEYENNE Aircraft for sale near you at Controller.com, the leading aircraft marketplace. 0000002793 00000 n has contracted with Isaacman Associates. Search more Piper airplanes on Hangar67. Visibility from the cockpit is a real shortcoming until the 1980 model year. 0000042996 00000 n The majority of the Cheyenne 400LS aircraft were fitted with nine seats, including a potty seat that can be completely enclosed by an accordion door neatly hidden in its furniture cabinet. 10 Comments. With the post start checks complete, it was apparent the engines produce a The fuselageis limited to a 15,000-hour life, while the wing and empennage have 20,000-hour life limits. Registration #: N142LS. maximum 30 percent power setting becomes apparent from reading the last page What does an overhaul cost, anyway? 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. 0000144133 00000 n Find N47ZG 1986 PIPER CHEYENNE 400LS on Aircraft.com. He stuck to his word. Thank you very much for sharing your love of the 400LS. &-rV9|=O`3A#%aYIo\*&q"b{TE=V>?A^gfXmLHYcEVO>kLRQD/RUGFjHvVIEs`/> Oz:e=*Pa:VxJ$:HdkDG-f qk/Wu`+p&}y>aV[j[}5jv[l_Pc`%)3>_o0ymCUkMu"'e:^s,c \JgJ30 z. 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. And at 12,050 pounds MGTOW, it is approved for single-pilot operations without a type rating, although insurance companies require annual training. They arent. This model, designated the PA-31T-620, was manufactured from 1974 to 1977. Many products featured on this site were editorially chosen. Today, the 400LS averages a purchase price under $1 million, with total fixed and variable hourly operating expenses of $1,500. To the pilot, such an airplane will have a normal feel. PIPER CHEYENNE 400LS Aircraft For Sale - Controller.com Design work began in 1965 (the PA-31P pressurized Navajo was in development at the same time). One of the most annoying characteristics of the Cheyenne is caused by the aileron/rudder interconnect. The last was when management decided the Cheyenne IV would be dubbed the 400LS but all other models would remain Cheyennes. The IIXL is the winner in terms of payload/range and loading envelope. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to From 1973 to 1974 America faced an oil crisis, driving fuel prices through the roof. While there still was much to be done, the improvements were credible and very apparent. With the Cheyenne, on the other hand, we have had no downtime for maintenance whatsoever, except for the regular scheduled inspections. Mu2 fits the bill. Too. The massive four-blade propellers look like paddles when parked, resting in the fine-pitch position.
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