Initial rate of climb was about 6,000 feet per minute at the light weight used for the record flight. [3] The PA-42-1000 Cheyenne IV was certified in 1984, 44 were built until 1991 and 37 remain in service in 2018. This milestone has precipitated all sorts of careful calculations in my house. Instead of competing with Cessna by I believe they only built 44 of them. Weight and balance takes some careful managing. This same engine takes seven seconds to go from idle to full power. Radar and known-icing equipment are. The last was when management decided the Cheyenne IV would be dubbed the 400LS but all other models would remain Cheyennes. It also is a bit more involved to maintain. launched with a pair of Pratt & Whitney PT6A-41 engines, was supposed to Ours is one of only 44 total Cheyenne 400LS models built by Piper Aircraft between 1984 and 1992. How do I know well get any of this money back, she asks. Another and even more dramatic The -31T1 was in production from 1978 to 1984; 215 I and IAs were built. The starter-generators are 1,000-hour scheduled maintenance events. Wind It uses AM With its powerful Garrett TPE 331-14-801 turboprop powerplants and capable systems, Piper's Cheyenne 400LS operates quite comfortably at altitudes as high as 41,000 feet while achieving impressive speeds The Honeywell (Garrett) TPE-331-14 is rated to a maximum of 1,650 shaft horsepower. 0000068334 00000 n Ive talked to several experts. Your email address will not be published. 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. How about a young-engine Cheyenne II with its stability augmentation system that makes buyers be wary? Wing span (metric) 14.50 m. Length (metric) 13.20 m. Height (metric) 5.20 m. Powerplant. Its ironic because, of all the maintenance issues, repairs and glitches that weve had in 10 years of Cheyenne ownership, the engines are about the only bits that havent required unscheduled interventions. Its a pretty unique airplane. There is not a lot of competition to consider in this category. Long-legged pilots are a bit jammed into the cockpit, especially in models with gussied-up interiors such as cabin dividers and refreshment centers which tend to impose on cockpit chair movement range most. 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. Their advice is dont do anything yet. At altitude, you can pull the miserly Garrretts back to about 400 lbs (60 gallons) per hour for long-range cruise. All provide reasonable comfort for average and even slightly longer or wider people. Required fields are marked *. ). 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. These numbers will boggle some readers minds, while others might find them amusingly modest. We cruise around 340 KTS between flight level 300 and 340, consuming 2,000 pounds of fuel for the trip. 0000093845 00000 n
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