Page 10 - Volume 20 Number 8

Around 60 of the IIIAs were built before production ceased after 1991; in addition to the free-fall of new general aviation aircraft sales, the PA- 42-720 faced internal competition in the early 1980s from the introduction of the stretched Cheyenne IIXL in 1981, and then the Cheyenne IV (later known as the 400LS), which was built from 1984 to 1991. Also certificated as a PA-42, the hotrod IV had 1,000-hp Garrett TPE-331 turboprops and could reach 41,000 feet and top 330 knots.Had the times been better, the Cheyenne III would have doubtless earned a good share of the twin turboprop market, as did the smaller Cheyennes. In 1979, U.S. aircraft shipments totaled 17,811 units; a decade later, in 1989, the industry built only 1,585 aircraft, and in 1991 the total was down to 1,021. The good times were over.As a used aircraft, the Cheyenne III is a strong, capable business plane, even if its operation is oftenThe Cheyenne’s III’s airstair entrance door securely holds a 6.3 psi maximum pressure differentiallimited to 27,000 feet by today’s RVSM requirements. To experience the aircraft in flight, we werefortunate to accompany Roger Hines, partner and pilot at U.S. Assets Recovery, which operates a 1981 PA-42-720 as a company aircraft on business missions around the country. Centrally based in Joplin, Missouri, U.S. Assets flies to destinations ranging out 1,000 miles. Acquired about six months prior to our visit, the aircraft had accumulated about 7,500 hours total airframe time and had 2,000 hours on the engines, which came to the present owners with fresh hot section inspections. The paint job was applied in 2006, at which time the engines were upgraded to –42 status.Preflight WalkaroundThe PA-42 series shares only fuselage cross-section and outer wing panels with the PA-31T, and a walkaround reveals many of its significant features. The nosegear strut holds a pair of landing and taxi lights, but the recognition lights in the nose of the wingtip fuel tanks can be illuminated at any speed. The landing gear is hydraulically- powered from engine-driven pumps, backed up by a nitrogen-charged blow-down system. The four-section wing flaps are electrically operated. A large 300-pound capacity baggage compartment in the nose is reached through a door on the left side; environmental components occupy the right side of the nose. A lead- acid battery, instead of the original ni-cad unit, was also in the nose.Additional baggage, up to 300 pounds, can be carried in the aft cabin, and there are also nacelle lockers available, aft of the engines. Most Cheyenne IIIs have the optional nacelle fuel tanks, which limit locker storage to 100 pounds each. The fuel system is a series of ten interconnected cells and wingtip tanks; the nacelle filler ports must not be opened with more than two inches of fuel in the tip tanks, which would invite an overflow of Jet-A. Total usable capacity for the subject aircraft was 560 gallons. A total ofCustomer Focused Approach toSelecting & Buying AircraftNO Sales Commissions! Pricing is “flat fee”! Unbiased Field Reports of Candidate Aircraft We Reveal Details Others CannotWhat services and capabilities are included?The full set of services as a Buyer’s Agent includes:• Unlimited consultation time.• The initial search of suitable aircraft anddevelopment of the list of candidate aircraft.• All evaluations and appraisal reports for candidate aircraft.• Negotiation of the Purchase Agreement.• Finding a suitable mechanic for theinspection phase.• Document preparation (as needed) for closing.Plane Data, Inc.800-895-1382828-737-1599 (Direct & International)mike@planedata.com www.planedata.com8 • TWIN & TURBINEAUGUST 2016