The PIPER CHEYENNE PRIVATE AIRCRAFT, Turbo Props Private Charter Aircraft! Private Aircraft, Charter Flights!
The PIPER CHEYENNE PRIVATE AIRCRAFT, Turbo Props Plane, Charter Aircraft! Private Aircraft, in Any Place.
The PIPER CHEYENNE PRIVATE AIRCRAFT Charter! Private Aircraft, Charter Flights, when and where you need them.
The PIPER CHEYENNE PRIVATE AIRCRAFT Charter! Charter Flights, Plane Service, at Any Time, in Any Place.
The PIPER CHEYENNE PRIVATE AIRCRAFT Charter! Private Aircraft Charter at Any Time, in Any Place.
The PIPER CHEYENNE PRIVATE AIRCRAFT, Charter Aircraft, Charter Flights! Private Aircraft Charter is the Best.
The PIPER CHEYENNE PRIVATE AIRCRAFT, Charter! Plane Charter Service, at Any Time, in Any Place.
The "PIPER CHEYENNE Private Aircraft" is a great way to Travel. 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 owner’s emotional hot buttons.
The Cheyenne is no slouch in the cruise department, either. Its maximum speed at optimum altitude is advertised as 283 KTAS, and it has range-verses-payload numbers very comparable to the King Airs.
"The Piper Cheyenne Turboprop Aircraft." of course, high on the list of importance is speed. But good looks, affordability, and ease of maintenance are just as important.
If you train for and respect the "Private Aircraft" high performance, understand the II’s loading limitations, and look beyond the stability augmentation system brouhaha, the Cheyenne will reward you with pleasant handling, great capability, and classy ramp presence. At centraljetcharter.com/piper-cheyenne.html can be chartered for $775 per hour and up.
For a large number of buyers, the early models of "Piper’s Cheyenne" series fulfill these requirements. "Central Jet Charter Inc." can set up your next trip in a "Piper Cheyenne TurboProp Aircraft."
"The PIPER CHEYENNE." “early models,” we mean the original Cheyenne (later renamed Cheyenne II), the "Cheyenne IA," and the stretched "Cheyenne IIXL." The other three Cheyenne models, the III, IIIA, and 400LS, don’t really fit into the entry-level category.
"The Piper Cheyenne Private Aircraft." is an aging Airplane, the Cheyennes have remarkably few major maintenance problems or Air worthiness directives. Structurally, they have weathered well over the years. Corrosion of the airframe has been rare, thanks to Piper’s use of extensive anti-corrosion treatments and epoxy primers.
"The PIPER CHEYENNE." parts availability for older Cheyennes hasn’t been a problem. Piper still stocks a lot of parts, but if a Cheyenne part is unavailable, Piper will still make you one. The "Piper Cheyenne" also comes with a lot of extra "Aircraft Amenities." CENTRAL JET CHARTER Inc. "Piper Cheyenne."
"The Piper Cheyenne Aircraft" 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. We offer the Best "Private Jet Charter" "Aircraft Service."
It is certified for single-pilot operation and almost all owners fly it this way. The Cheyenne's twin Pratt & Whitney PT-6A engines generate 720 shaft horsepower per side.
"The PIPER CHEYENNE." is a "turboprop aircraft" built by "Piper Aircraft." 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. The new air frame could stand larger imputs of power, so before they experimented with jets they decided to put a much more powerfull engine on the Cheyenne III in 1984.
The Piper Cheyenne prototype first flew in 1969. Designated the PA-31T-620, it was essentially a turboprop evolution of the Piper PA-31 Navajo, powered by two Pratt & Whitney Canada PT6A-28 turboprops rated at 620 hp (460 kW) each.
It had very powerful engines making the aircraft less stable longitudinally- don’t worry Piper had a stability augmentation system fix for this but it’s important to be aware of in a high angle of attack situation, such as during takeoff or go-around).
The I was given less powerful, 500-shp PT6A-11 engines, and the aft CG limit was brought 2 inches forward.
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.
However, the Cheyenne I’s changes allowed the airplane to be certified without a stability augmentation system.
To sweeten the deal, the Cheyenne I was some $100,000 less than the 620-shp model. A standard Cheyenne I came without wing-tip fuel tanks, but they were available as an option, and almost everyone anted up.
At the same time, the original Cheyenne was renamed the Cheyenne II. Nothing much changed but the name, though many still think the Cheyenne and Cheyenne II are two different airplanes. They aren’t.
There were some cabin changes but that was about it. In 1981, auto-ignition was first offered as an option.
For both individual, corporate owners and people who do Aircraft Charter, 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.
If you train for and respect the airplane’s high performance, understand the II’s loading limitations, and look beyond the stability augmentation system brouhaha, the Cheyenne will reward you with pleasant handling, great capability, and classy ramp presence.
Piper Aircraft designed the twin turboprop PA-42 Cheyenne III to go head-to-head with Beechcraft's ubiquitous King Air.
And on paper, it looked like a winner: cheaper and faster than the Beechcraft, the Cheyenne was also easier to maintain.
With a single pilot and four passengers, the aircraft has a range of 1,300 nautical miles (with 230-mile reserve).
With seats full and 300 pounds of baggage, the airplane can still take on almost 300 gallons of fuel, giving it a range of 600 to 700 nautical miles with reserves.
From the tip tanks, elongated nose and monstrous tail, there are hints that the Cheyenne III is an evolutionary aircraft, but it is also one that flies surprisingly well.
Unlike its shorter, older siblings, the Cheyenne I, II and IIXL, the III-which is five feet longer than the II-is light on the controls and has a better-balanced feel.
But that long, narrow fuselage makes balanced loading critical. Fortunately, baggage weight can easily be distributed.
Certification was granted on 3 May 1972. The original Cheyenne, produced from 1974 to 1977, did not carry a Roman numeral suffix designation.
Due to its reduced power, this airplane does not require an SAS. The Cheyenne IIXL (PA-31T-2-620XL) is a stretched (by two feet) version of the Cheyenne II. Certified in February 1981 and built until 1984, it does not use SAS.
The Cheyenne IA (PA-31T-1A-500), certified May 1983 and produced until 1985, brought together several design improvements to the basic Cheyenne I.
The PA-42-720 Cheyenne III was announced in September 1977. The first production Cheyenne III flew for the first time on May 18, 1979 and FAA certification was granted in early 1980.
Those in the market for a Aircraft Charter in an entry-level turboprop twin have a lot of choices these days.
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 owner’s emotional hot buttons. Of course, high on the list of importance is speed.
But good looks, affordability, and ease of maintenance are just as important. For a large number of buyers and aircraft charter's, the early models of Piper’s Cheyenne series fulfill these requirements.
By “early models,” we mean the original Cheyenne (later renamed Cheyenne II), the Cheyenne IA, and the stretched Cheyenne IIXL.
The other three Cheyenne models, the III, IIIA, and 400LS, don’t really fit into the entry-level category.
Design work on the Cheyenne began in 1965 as a turboprop-powered version of Piper’s Pressurized Navajo. The Navajo airframe was fitted out with 620-shaft-horsepower Pratt & Whitney PT6A-28 engines, given a pair of 30 gallon wing-tip fuel tanks, and certified in May 1972.
This model, designated the PA-31T-620, was manufactured from 1974 to 1977. Some 178 of these Cheyennes were built, and they were very popular in their day.
That big nose can swallow up to 300 pounds and so can the aft baggage hold. The wing lockers behind the engines can take an additonal 100 pounds each.
The Piper fuselage is narrower than the King Air's. Getting into a Cheyenne isn't quite like doing a limbo dance, but with a full load the quarters can get a little tight.
Of course, most operators don't fly the airplane anywhere near full seats on a regular basis. And the passenger seats track laterally into the aisle, yielding more shoulder room.
But this is not the ride of choice for a claustrophobe. There is seating for seven passengers (if you count the belted potty) and two pilots.
Cheyennes are relatively safe. Over the last five years, they have had a lower overall accident rate than either of two competitive turboprops-the Cessna Conquests or the King Air 90s-according to the aviation accident reporting firm of Robert E. Breiling & Associates.
Like the Cessna 421, the Cheyenne IIXL also has the spacious 7 passenger cabin, as well as being one of the fastest aircraft in our fleet, with a cruise speed of 275 miles per hour.
Central Jet Charter Inc., can also be reached us at "centralflightcharter.com"
If you need a "Helicopter Charter Flight" you can reach us at "helicopteraircharter.com"