Info on the CheyenneII

jumperdumper · Post by **jumperdumper** » Mon Apr 03, 2006 1:14 pm

I'm looking for any information from pilots who have flown this aircraft.

What kind of problems do they have?
Are the a good aircraft for passengers?
Are they a good single pilot IFR aircraft?
Any serial numbers to stay away from?
Stuff like that....
Any info from a pilots or maintenance point of view would be very helpful.

Thanks
JD

CAL · Post by **CAL** » Mon Apr 03, 2006 1:53 pm

I liked it....it is a little rocket ship as I liked to call it and had loads of fun and its quite the performer if you want it to be....I dont think its a good single pilot IFR machine as it is as busy as a ho except goes alot quicker and its squirly...then again I dont really like anything single pilot IFR in Canada.

For pax its not that great of a machine...smaller than a Chieftan inside as alot of room is taken up for the pressurized hull(I think anyway) 4 pax max comfortably in club seating arrangement with bags each and 2 crew if you want to carry a decent amount of fuel. If you find one in good shape and clean its a great machine. Perfect for flights within about 1 to 1.5 hours in range as its quick and can go fairly high and the bladder hasnt exploded yet...and not bad in and out of shorter strips with all that reverse and quick acceleration...the II that is not the XL:)

Like any older piper machine though you have to look hard to find ones that are in good nik inside. May require some extra $$ to redo the interior..

I loved flying it...miss it loads...if its for an FEX job good luck to ya.

Dash7nomad · Post by **Dash7nomad** » Mon Apr 03, 2006 2:15 pm

I'd have to agree with cal; it is quite a performer especially with stacks enlarged inlets and four bladed black mac's. I'd also agree- not a good sinlge-pilot machine. However I think the range is far better than 1.5
hours. It holds 2400 pounds and burns 600 an hour or less. Good machine- miss it also.

CAL · Post by **CAL** » Mon Apr 03, 2006 2:20 pm

No I know it has a greater ranger than 1.5 hrs was just saying thats about as much as most passengers can handle until their legs start to ache and their bladders are full.....I agree with you on the mods for even better performance but only got to fly the standard II...but still great.

oldtimer · Post by **oldtimer** » Mon Apr 03, 2006 3:39 pm

Lots of time in early 11'sand they are a real hot rod. The squirley part comes from the fact that it is very easy to get beyond the aft c of g and it then has a "dead stick", It will not have a positive nose down tendency, as required. Just pull the nose up and it will stay there. Acts much like an automobile with bad wheel alignment. That is why the SAS system, which is a bit mickey mouse. Keep the c of g within limits and it is fine.The Calco pressurization system is a real winner. It is electric and it takes an electrical nerd to figure out how it works but once mastered, it is not bad. Early 11's with the janitrol heater were a bitch to keep going, always either too hot or too cold. Controls bind in the instrument panel which makes slow speed control interesting. Have to burp the fuel tanks to get them full. All in all, a good idea screwed up by Pipers mickey mouse approach to things. Product support can be hit and miss. Other than that, not a bad airplane. Single-pilot, better have a good autopilot and some experience.

bush pilot · Post by **bush pilot** » Mon Apr 03, 2006 7:25 pm

I do not have any time in the II but I am flying a IIXL right now and love every second of it. It is still a hot rod, gets off of a 3500ft gravel strip fully loaded in the middle of summer with room to spare and climbs up at around 1500ft/min to about FL180 and then around 1000ft/min or a little less to FL250, all this at around 140kts (2000ft/min in cooler temps). It will cruise at avg 240TAS and burn 600 an hr @180 and 500 @250. Its got more room than the II (just think of it as the Chieftan) and has a EMS as apposed to the Janitrols, think of the controls as a thermostat, it takes a bit of time to get cool/hot but maintains it nicely. It holds 2500lbs of fuel which will last 4:10 or full nacelles will be 2300lbs/3:40. Room is the big one, if you have 7 people you can only store 200lbs in the nose and 250? in the back, thats if they are not heavy people. 5668 is our Empty with 7 seats and max ramp is 9556, T/O is 9474, landing is 9000. So if you t/o at gross you have to fly around 45 to get to landing weight. We have had some issues with the gear being slow or taking a long/several time to get it locked(nose), that was solved with a new power pack or holding the gear lever down for 30 sec on the initial gear check on the 1st flt of the day. Auto pilot is a big one, we have had trouble with it holding alt in the FL(still working on that one). Other than those two it seems to need the odd tweek just like every other plane out there. The XL as well is not as squirly as the II from what I hear and not as hard on the maint. as the III. Anything else I can help you with just let me know!

Bush

jumperdumper · Post by **jumperdumper** » Wed Apr 05, 2006 7:45 pm

Thanks for all the info....helps me alot!
Now anyone what to buy a Navajo 325 C/R?
http://www.trade-a-plane.com/unprotecte ... 40977.html

CAL · Post by **CAL** » Thu Apr 06, 2006 7:11 am

That is no doubt a nice navajo....but on the pricey side for a 325...or any ho for that matter these days...you can almost get a cheyenne II for that.....you are going to have to come down..but it is nice..

ivanhoe · Post by **ivanhoe** » Thu Apr 06, 2006 7:53 am

Great airplane. Probably my favorite.

Whatever you do , make sure all the flap AD's have been addressed properly. I almost met an early demise when on approach one day. Flaps were down at 40 (I think that was full flap) when the left side flap transmission broke resulting in a full assymetric flap condition. Suffice to say that it is not a good feeling at 200' when full right controls still result in a 20 degree bank to the left. After a few minutes of wrestling I managed to get it on the ground in one piece.

If you do the research you will find there have been a number of fatal accidents related to my experience. Enough said.

CAL · Post by **CAL** » Thu Apr 06, 2006 7:54 am

....wow...good job..thats alot of flap on one side...
Any damage to the airplane?

ivanhoe · Post by **ivanhoe** » Thu Apr 06, 2006 8:00 am

cal

Nope.

Only to me. I aged 5yrs in 5 minutes.

CAL · Post by **CAL** » Thu Apr 06, 2006 8:02 am

that really weird feeling in your stomach like you know damn well your lucky and it could easily have gone the other way type feeling..

airwrench · Post by **airwrench** » Thu Apr 06, 2006 11:13 am

hey jumper, i" m hurt that ya didnt ask me bout the cheyenne, pm me if ya need any info

Airwrench

oldtimer · Post by **oldtimer** » Thu Apr 06, 2006 12:40 pm

The 325 'HO is a bit of an odd ball airplane. the extra power results in a slightly higher gross weigh but it is still a 310 fuselage. With the backward turning right engine, some parts will have to be duplicated. With the Chieftain, you get a longer fuselage and one more seat.
The flap assymetry problem has been answered in a number of ways.
1. Restrict flap travel to 25 degrees. If full flap assymetry results, (25 on one - 0 on the other) 75%-80% of available aileron control will be required to maintain wings level. More speed or less speed has little effect but less speed lowers stick forces.
2. Improved flap drive, flap actuators and flap transmissions. Usually an STC's mod. Changes the actuator drive ratio from around 26 to 1 to 40 to 1. Slower travel requires less torque which results in less strain on the flap transmission and drive, the weak point.
3. Change from the Dukes flap system to the Calco system. Recognised by the variable select flap lever. Flaps are selected by a sliding selector as opposed to a switch. 1979 and subsequent model years had a Calco system installed at the factory.
Watch for known ice certification. TC has a CBACC about Navajo ice certification.

+VE R8 · Post by **+VE R8** » Thu Apr 06, 2006 12:52 pm

Great airplane. Probably my favorite.

Whatever you do , make sure all the flap AD's have been addressed properly

Ivanhoe, you talk'n about the Ho or the PAY-II here?

ivanhoe · Post by **ivanhoe** » Thu Apr 06, 2006 2:44 pm

+ve R8...my comments referred to the cheyenne II

oldtimer...after my incident (20 yrs ago) I never used more than 25' flap again. You are bang on. Max 25' helps increase longevity.