A Family of Cheyennes

Piper, a company whose name in earlier years was most frequently associated with a little two-seater aeroplane called the ‘Cub’, has now entered the very top strata of the General Aviation market.

There have been a lot of Pipers of a variety of different shapes, sizes and types between the Cub and the Cheyenne but Piper’s new flagship, the CHEYENNE III, which made its first appearance on the Australian scene last year, is undoubtedly the largest, fastest and most luxurious Piper of them all.

The Australian Piper distributor, Ansett General Aviation, have been particularly active in marketing the line of Piper Turbo Props during the past twelve to eighteen months. Australia-wide demonstration tours with the Cheyenne II, III and IIXL have been well received in all states and sales of all three models have been reported with additional sales still in the process of negotiation. In keeping with the long-established reputation of Piper piston-engined twins, the Cheyenne line has already proven themselves most suitable for the demanding requirements of Australian outback operations and are establishing a fine reputation for reliability and economy of operation.

The wisdom of Piper’s choice in selecting Pratt & Whitney’s simple and reliable PT6 free turbine engine as the basic power plant for the Cheyenne series has been vindicated by the envious reputation for reliability and economy of operation that this engine has since established. In fact, in the various Cheyenne models the PT6 has even added further to its reputation for reliability because in each case Piper have down-rated the engine. For example, in the case of the PT6A-41 engines installed in the Cheyenne Ill they are only called upon to produce 720 hp compared with the 850 hp the same mark of engine is required to produce when installed in the King Air 200.

The first version of the Cheyenne which is still in production and is now known as the Cheyenne II was and still is powered by the PT6A-28 which is rated in this installation at 620 s. h. p. The reason that the original model is now known as the Cheyenne II is related to the subsequent introduction by Piper of a lower-powered ‘austerity’ version which they decided to call the Cheyenne I; the original version then became known as the Cheyenne II. This slightly back-to-front way of doing things returned to normality when the third variation of the original design entered production as the Cheyenne III.

With a maximum take-off weight of 9000 lbs (4091 kg) which permitted the carriage of pilot and up to seven passengers, the Cheyenne II cruised at speeds of up to 283 K and at economy power settings for distances of up to 1510 nm.

With this type of performance, the Cheyenne II was an instant success and the volume of sales on the world market encouraged Piper to introduce further variations of the basic design.

As previously described, the next model to enter production was an economy version powered by PT6A-11 engines rated at 500 s. h. p. and operating at a maximum take-off weight of 8700 lb (3946 kg). Performance of the Cheyenne I was of course down, maximum cruise speed was only 249 K and range at long-range cruise power 980 nm.

The basic airframe remained the same although it was first intended to delete the wing tip tanks; this decision was subsequently changed and the aircraft was finally offered with or without the long-range tanks.

Although the Cheyenne I was short on performance compared with the original production model, it was not short on economy. Advertised as the lowest priced Turbo Prop business aircraft on the market, the Cheyenne I costs approximately 1 O per cent less than its nearest competitor and has the lowest direct operating costs in its class.

The Cheyenne II made its first appearance on the Australian market in 1977 and early operators of the type included Crown Controls Pty Ltd who used one for executive transport, well-known NSW Industrialist, Sir William Tyree, and Boulevarde Air Services, a NSW Charter operator who frequently fly the Premier of NSW, Mr. Neville Wran, on official visits around his State.

A major development was signalled in 1977 when Piper made an announcement that they were planning to produce a larger high-powered version with improved performance to be known as the Cheyenne III.

The first attempt at producing a Cheyenne III ran into difficulties and the first prototype experienced some handling problems that simply did not measure up to the very exacting standards that Piper require before putting a new model into production. The result was a return to the drawing board and a consequent delayed entry into the top level of the Turbo Prop market which at this time was largely dominated by Beechcraft.

The delay however proved to be well worthwhile and the aircraft that finally entered production as the PA42 Cheyenne Ill more than satisfied Piper’s high standards and its degree of excellence aroused the admiration of the entire industry. Certified by the American FAA to meet their most recent airworthiness requirements, the Cheyenne Ill was called upon to pass the most exacting performance tests which it did with flying colours.

Powered by two 850 hp Pratt & Whitney PT6A-41 engines flat rated to 720 hp, the Cheyenne Ill seats up to eleven (11) occupants and cruises at speeds of up to 290 K.

Its up-to-the-minute appearance dominated by a large T-tail has created interest and curiosity wherever it has appeared since it first arrived in Australia late last year.

Optional seating arrangements in the Cheyenne range from an ultra-luxurious eight-seat conference layout featuring folding work tables, refreshment unit and a toilet, to an eleven-seat high-density plan.

The cabin is longer than any comparable corporate Turbo Prop aircraft and when to this feature is added a cabin width of 51 inches and a ceiling 53 inches above the floor, the result is a spacious interior with a generous amount of leg, elbow and headroom.

Plush seats and plenty of space, however, do not necessarily result in a restful flight if fatigue is generated by uncomfortably high noise levels. With this basic fact in mind, Piper engineers set out to make the new Cheyenne’s cabin the quietest in the sky and in this area they have achieved a very commendable result.

Features incorporated in the Cheyenne III to achieve this ‘whisper quiet’ flight include the fitting as the standard of Q (quiet) Tip propellers, specially developed by NASA for noise abatement, the mounting of the engines further outboard on the wing than in previous models of the Cheyenne and the placing of them as far forward as possible.

Baggage can be carried at the rear of the passenger cabin where it is readily accessible in flight, in roomy compartments in the nose and also in wing lockers in the engine nacelles. Total baggage capacity is 800 lbs and the space available is greater than any other comparable Turbo Prop aircraft.

The normal take-off distance to clear a 50 foot obstacle is 3300 feet (985 metres) and rate of climb at sea level is in excess of 2000 feet per minute. The Cheyenne III can reach a cruising level of 16,000 feet in approximately seven minutes after lifting off and can cruise at altitudes up to 30,000 feet. A maximum cruise speed of 290 knots (557 km/h) is attained at 17,000 feet.

Pilots who have flown Cheyenne III report that the handling characteristics are docile to an extreme and those with experience on the Cheyenne I and II will find that transition to the larger aircraft presents no problems.

Piper’s figures show that at a maximum gross weight of 11,200 lbs (5079 kg), the Cheyenne III will carry a payload of 800 lbs (363 kg) over a distance of 1361 nautical miles or alternatively, trading range for payload, 2200 lbs (998 kg) for 684 nautical miles (1267 km).

For Australian ‘outback’ operations, a most desirable feature of Cheyenne III is the fact that a cargo door is included as an optional fit. This option provides a cabin doorway 47. 5 inches wide by 44 inches high which allows for the loading of stretchers or similar outsized objects. Fitted in this way, the Cheyenne Ill is an attractive proposition for flying doctor or air ambulance work and at the present time is being closely looked at by the Australian operators of these services.

Cheyenne IIIs are currently operated in Australia by G. W. A. Limited, the parent company of the well-known Mazda distributor Westco Motors and the Queensland Charter operator, Statewide Air Charter.

A return to back-to-front numbering appeared to be the case when Piper announced the next variation of the Cheyenne as the IIXL but again there was logic in this designation. The Cheyenne IIXL is not related to the PA42 but is in fact a further development of the PA31. It has evolved by incorporating a Chieftain-sized fuselage in place of the original standard Navajo-sized fuselage of the Cheyenne I and II.

The Cheyenne IIXL is powered by two PT6A-135 engines each of which is rated at 620 s. h. p. It has a quick change capability that enables it to be used as a ‘people mover’, ‘cargo carrier’ or ‘airborne ambulance’. Although best known as a luxuriously equipped executive transport, this model can be converted in approximately thirty minutes to an air ambulance or a cargo carrier.

As a corporate aircraft, the new Piper Turbo Prop can carry up to eight occupants in first class. standard of comfort. Conference style seating is available and optional folding cherrywood tables, refreshment units, a vanity and, if required, a toilet can be added to cater for the business executive anxious to travel in comfort and use his travel time to the very best advantage.

Cabin environmental services include a 5. 5 psi pressurisation system and an air cycling machine that heats and completely changes the air in the cabin every ninety seconds.

A total of 500 lbs (226 kg) of luggage can be accommodated in roomy compartments in the nose and the rear of the passenger cabin, the latter compartment being readily accessible in flight.

As in the case of the Cheyenne, a wide cargo door is available as an optional fit allowing for the loading of stretchers or similar outsized cargo items.

Maximum cruising speed of the XL is 275 knots (510 km/h) at 13,000 feet and the maximum range at economical cruise power is 1336 nautical miles (2476 km). Some examples of its performance and load-carrying capabilities over typical Australian sectors are of interest:

The most recent addition to the Piper Turbo Prop line is not known as a Cheyenne although it is a very close relative and amounts to an unpressurised version of the IIXL intended for Commuter Airline Operations.

This model, known as the T1040, has not yet appeared in Australia but will undoubtedly have some application on the local Commuter Airline scene.

Best described as combining the fuselage of the Chieftain with the wings, engines, nose and tail of the Cheyenne, the T1040 will carry a pilot and up to ten (10) passengers over typical commuter stages with a full airline baggage allowance for each passenger.

Powered by PT6A-11 engines which are basically the same as the mark installed in the Cheyenne II and produce the same power – the T1040 will cruise at speeds of up to 238 K at an altitude of 11,000 feet and wilt clear a 50 ft obstacle on takeoff in a distance of 2650 feet.

Piper promotional material for the T1040 points out that the price of this aircraft is only about half of that of a fifteen-passenger Beechcraft C99. The commuter operator therefore can have two T1040s. for the cost of one Beech, the two smaller aircraft offering big advantages in way of greater flexibility and more frequent scheduling for little if any increase in operating costs. It is of interest but outside the scope of this story that there is also a piston-engined version of the T1040 known as the T1020.

Notwithstanding the overall depressed state of the General Aviation market, sales of Turbo Prop aircraft remain one of the brighter aspects of the present scene. Piper’s share of this section of the market is on the increase.

Production figures supplied by the Australian Distributors, Ansett General Aviation, show that up till June 1982 Piper have produced 855 Cheyennes since production commenced in 1974.

The breakdown of these figures by year and by model is as

follows: