I'm curious if it carries over bugs from the Cheyenne II, how it flies, etc.

Gregg,

I have purchased the Cheyenne III. I just done a few approaches with it. It hand flies well and looks great. The only issue i found so far is that the radio altimeter is INOP. There is a switch to turn it on  located on the panel above GTN 750. the flag comes off the instrument but indicator needle never leaves 0. I have not tried the auto pilot yet.

Greg

35 minutes ago, gregmorin said:

Gregg,

I have purchased the Cheyenne III. I just done a few approaches with it. It hand flies well and looks great. The only issue i found so far is that the radio altimeter is INOP. There is a switch to turn it on  located on the panel above GTN 750. the flag comes off the instrument but indicator needle never leaves 0. I have not tried the auto pilot yet.

Greg

Thanks for the post.  Did they fix the issue where both ignition switches come on at the same time? 

2 hours ago, Gregg_Seipp said:

Thanks for the post.  Did they fix the issue where both ignition switches come on at the same time?

That doesn't seem to be an issue.

I did notice that it seems like when you hover over the ignition switch, if it's in the Auto position, the tool tips shows that it's on HI.  Its like backwards, if that makes sense, or maybe I'm reading it wrong, but I don't think so.

15 minutes ago, tch330ci said:

That doesn't seem to be an issue.

I did notice that it seems like when you hover over the ignition switch, if it's in the Auto position, the tool tips shows that it's on HI.  Its like backwards, if that makes sense, or maybe I'm reading it wrong, but I don't think so.

Maybe it's being friendly. 

Good to hear they resolved that.

Well.......they still haven't gotten the elevator trim wheel right.  It's gooned just like on their the Cheyenne II. 

Predictably, the airplane is very much like the Cheyenne II.  Many of the systems are the same.  I have already started working on mods to fix some of the bugs.  What I would really like to have is information on the Cheyenne IIIA engine and performance specs.  This sim is apparently for the Cheyenne III with the -41 engines......slow.  The IIIA has -61 engines and is a 315 knot airplane.  But it's difficult to reasonably simulate the IIIA only knowing its top cruise speed.  So...if anybody has access to a IIIA POH or any info at all I'll take a crack at a performance mod.  I have already looked through the internet and can't find anything useful.  

6 hours ago, whamil77 said:

Well.......they still haven't gotten the elevator trim wheel right.  It's gooned just like on their the Cheyenne II. 

Predictably, the airplane is very much like the Cheyenne II.  Many of the systems are the same.  I have already started working on mods to fix some of the bugs.  What I would really like to have is information on the Cheyenne IIIA engine and performance specs.  This sim is apparently for the Cheyenne III with the -41 engines......slow.  The IIIA has -61 engines and is a 315 knot airplane.  But it's difficult to reasonably simulate the IIIA only knowing its top cruise speed.  So...if anybody has access to a IIIA POH or any info at all I'll take a crack at a performance mod.  I have already looked through the internet and can't find anything useful.  

These are the best I could come up with from my internet search. First article is from AOPA.

 

QUICK LOOK: CHEYENNE III/IIIA
THE FIRST OF THE “BIG” CHEYENNES
April 5, 2014
Turbine CheyenneLast month, we looked at Piper’s Cheyenne II. This month, we take another step up the Cheyenne pyramid. The PA–42 Cheyenne III was unveiled in 1977 to compete with the Beech King Air 200. The largest and fastest Piper of its era, the Cheyenne III typically seats six passengers, but has the ability to accommodate up to nine.

The Cheyenne III is longer, and has a greater wingspan than the Cheyenne II, and is equipped with more powerful 720-shaft-horsepower Pratt & Whitney PT6A-41 turboprops. However, the primary visual difference between the II and III is that the latter has a T-tail. King Gold Crown avionics and Hartzell Q-Tip propellers were standard equipment on the III.

First flight of the Cheyenne III took place in May 1979, FAA certification occurred in early 1980, and deliveries began in June of that year.

Cheyenne III pilots say the aircraft handles well and, unlike the Cheyenne II, the larger airplane does not need a stability augmentation system. Passengers like the Cheyenne III’s longer, relatively quiet cabin; best-in-class 6.3-psi pressurization system; and ample luggage storage capability. However, the Cheyenne III’s takeoff and high-altitude cruise performance weren’t as good as the King Air 200’s. That situation, combined with problems with the airplane’s fuel controls, electrical, and air conditioning systems, led Piper to introduce the improved PA–42-720 Cheyenne IIIA in 1983.

The Cheyenne IIIA, which was FAA certified in March 1983, features 720-shaft-horsepower PT6A-61 turboprops, which enable the improved aircraft to cruise at 305 knots. Compared to the III, the IIIA has a higher service ceiling (35,000 feet); upgraded electrical system, air conditioning system, and fuel controls; and higher gross weight (11,200 pounds).

Besides general aviation operators, the Cheyenne III/IIIA has been flown by several airlines and government agencies. Lufthansa, Alitalia, and the Civil Aviation Administration of China’s Flying College have used the large Piper twin turboprops for flight training. The U.S. Drug Enforcement Administration and U.S. Customs Service have flown special surveillance versions of the aircraft.

In recent years, several upgrades have been developed for the Cheyenne III/IIIA, including cockpit retrofits featuring the Aspen EFD1000, Chelton, FlightLogic, Garmin G600, and Universal EFI-890R systems. In addition, McCauley offers its BlackMac prop conversion for the Cheyenne III/IIIA.

Piper built a total of 89 Cheyenne IIIs, and 47 remain on the FAA registry, according to Vref. Prices range from $520,000 for a 1980 model to $650,000 for a 1983 model. Sixty Cheyenne IIIAs were manufactured, and 24 remain on the FAA registry. Prices range from $700,000 for a 1984 model to $880,000 for a 1991 model. AOPA

Robert A. Searles is an aviation writer and editor.

SPEC SHEET

Cheyenne III

Engines | Two Pratt & Whitney PT6A-41s, rated at 720 shp
Seats | Up to 11 (including two pilots)
Max takeoff weight | 11,000 lbs
Max cruise speed | 289 kt
Takeoff distance (over 50 ft obstacle) | 3,230 ft
Range | 1,300 nm
Wingspan | 47 ft, 8 in
Length | 43 ft, 5 in
Height | 14 ft, 9 in

Cheyenne IIIA

Engines | Two Pratt & Whitney PT6A-61s, rated at 720 shp
Seats | Up to 11 (including two pilots)
Max takeoff weight | 11,200 lbs
Max cruise speed | 305 kt
Takeoff distance (over 50 ft obstacle) | 3,230 ft
Range | 1,370 nm
Wingspan | 47 ft, 8 in
Length | 43 ft, 5 in
Height | 14 ft, 9 in

The PT6A- 61, mediumsized PT6 engine from Pratt and Whitney Canada, similar to the 6o model except for the 42 model gearbox. With the reverse fitting of the engine on the aircraft, all of the power is directed onto the propeller without the need of a long shaft that can reduce efficiency. This coupled with the igniter only starting the gas generator means that this engine is easy to start in cold conditions.

Overhaul
Repair (Engine, Components or Accessories)
Foreign Object Damage (FOD Repair)
Hot Section Inspection
LCF Disk Change
TBO Extension Evaluation
Inspection & Test
OEM Approved Test Cell
Borescope Inspection
International Mobile Repair Team (MRT)
Alongside these services, Euravia delivers an extensive range of Design and Post Design Solutions. These include component and engine life assessment, reliability studies, component improvement programs and specialist tooling. For full details click on the contact form to make a servicing enquiry.

ENGINE DETAILS
Similar to PT6A-60 except for PT6A-42 gearbox.

Basic HSI
1800
Basic TBO
3600
Manufacturer
P&WC
Model
PT6A-61
Part Name
Turboprop Engine
OHC Facility
Euravia, Kelbrook
Part Number/s
3103700-01
Technical Data Document/s
3034343 (OHM)
3034344 (IPC)
Aircraft that use this engine
King Air 200
King Air B200
Blackhawk XP61 King Air 200
Piper Cheyenne IIIA
 

Greg

""Real behavior compared to the real airplane. Real weight and balance. Tested by real pilots."" (indicated at Carenado on the product page)

So to listen to you or it is carenado who are liars or the real pilot are of big bad.

Hi Everyone. I stopped flying the Cheyenne II because of the terrible FPS. Have this been improved in the Cheyenne III?

Roberto

29 minutes ago, Mangouste said:

So to listen to you or it is carenado who are liars or the real pilot are of big bad.

You are referring to what?

5 minutes ago, Ralvarez232 said:

Hi Everyone. I stopped flying the Cheyenne II because of the terrible FPS. Have this been improved in the Cheyenne III?

Roberto

Hi Roberto,

If you use the "lite" model on the Cheyenne II - it seems very frame rate friendly - I have an old i2700K CPU and it manages quite well...

Regards,

Scott

9 hours ago, whamil77 said:

This sim is apparently for the Cheyenne III with the -41 engines......slow.  The IIIA has -61 engines and is a 315 knot airplane.

I'd love to get a mod for the -61 engines!!

2 hours ago, Mangouste said:

""Real behavior compared to the real airplane. Real weight and balance. Tested by real pilots."" (indicated at Carenado on the product page)

So to listen to you or it is carenado who are liars or the real pilot are of big bad.

This was a debate years ago and it's best to just drop it since it's only going to reopen an old, sour debate.  I'm a real pilot but I've never flown anything remotely like a Cheyenne. 

No Thanks! Carenado = Good looking but junk systems

1 hour ago, Gregg_Seipp said:

This was a debate years ago and it's best to just drop it since it's only going to reopen an old, sour debate.  I'm a real pilot but I've never flown anything remotely like a Cheyenne. 

No matter, I feel the power of engines and their sound identities. The aircraft behaves well in flight, in IFR it follows the flight plan as well as the approach. The flight model I think it's good.
Now remains to know if I fly well in a version III ? Only Carenado can say as well as the pilots who approved this aircraft.