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Up front, N7222F boasts RVSM approval, ADSB-In and Out, Garmin Active Traffic, weather radar, two G600s and two GTN750s completely integrated with the original jet-level Collins APS 65 Autopilot.
Background
From 1973 to 1974 America faced an oil crisis, driving fuel prices through the roof. The Cessna Citation became the economical jet of choice for busi- ness travel. By the late 1970s, operators also turned to turboprops for even more efficient engines and better pay- load and range than most business jets, albeit a slower speed.
At the time, Piper Aircraft was improving on its unpressurized and pressurized piston-twin line of the Piper Navajo and Mojave. The first Piper Cheyenne was flown in 1969 by essentially hanging two PT6 turbine engines on the Mojave. The early Chey- enne’s 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. The Cheyenne could not compete with Cessna Conquest II’s top speed of 300 KTS, service ceil- ing of 35,000 feet and higher payload. The King Air models did not win the speed race but won big on their luxuri- ous interiors and ramp presence.
Piper continued to improve the
Cheyenne by certifying different en- gines, lengthening the fuselage and adding a T-tail. The resulting aircraft included the Cheyenne I (500 SHP en- gine to eliminate the troublesome stick shaker), Cheyenne II (620 SHP PT6s and a stick shaker), Cheyenne IIXL (750 SHP PT6s de-rated to 620 SHP and 18-inch longer fuselage), and Cheyenne III and IIIA (720 SHP PT6A- 41s and -61s, nine seats and a T-tail).
Then, in 1984, the Cheyenne 400LS was born – the queen of the Piper Aircraft f leet. It outperformed all turboprops and even Cessna Citations of the day with 351 KTS at 25,000 feet (or 290 KTS at 41,000 feet) on 60 gallons of Jet A/hour, and a range of 1,800-plus nm with IFR reserve.
The Perfect Match
Today, my wife and I are the proud owners of N7222F, a 1987 PA42-1000. Ours is one of only 44 total Cheyenne 400LS models built by Piper Aircraft between 1984 and 1992. The airplane has two imposing TPE331-14 engines, each capable of producing 1,600+ SHP de-rated to 1,000 HP at its five-bladed MT propellers.
When it came time to upgrade from
our Cessna 340A, our primary mission of f lying from Northern Virginia to South Florida had expanded to include transcontinental and European f lights (as well as a flight around the world thrown on the bucket list for good measure). 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. Ultimately, the supe- rior pressurization system in the 400LS (under 10,000 feet at flight level 410) was paramount in the decision-making process to safely conduct international and oceanic f lights above most weath- er and busy traffic altitudes, along with 50 KTS faster speed available on demand.
The previous owner of N7222F (C- FGKS) f lew the aircraft from Edmon- ton, Canada, to Northern Virginia to show us its beauty. Upon arrival at our home airport (KJYO), it was love at first sight.
Owner Insights
A 900 nm flight from Northern Virginia to South Florida typically takes about 2 hours and 45 minutes.
October 2020 / TWIN & TURBINE • 27
Record Holder
With its six-pound weight to horsepower ratio, well in excess of the Extra 300 competition acro- batic plane, General Chuck Yeager set the time to climb record in the 400LS in the mid-1980s. This record is still standing after 35 years. N7222F often pleasantly surprises ATC with its initial 4,000 fpm climb rate when asked for an expedited climb.